Electrical bicycle operating system, electrical derailleur, and electrical seatpost assembly

ABSTRACT

An electrical derailleur comprises a control unit to generate a control signal to operate at least one of an electrical bicycle seatpost assembly, an electrical suspension, and a driving unit.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a divisional application of the U.S. patentapplication Ser. No. 14/996,274 filed Jan. 15, 2016. The contents ofthis application are incorporated herein by reference in their entirety.

BACKGROUND OF THE INVENTION Field of the Invention

The present invention relates to an electrical bicycle operating system,an electrical derailleur, and an electrical seatpost assembly.

Discussion of the Background

Bicycling is becoming an increasingly more popular form of recreation aswell as a means of transportation. Moreover, bicycling has become a verypopular competitive sport for both amateurs and professionals. Whetherthe bicycle is used for recreation, transportation or competition, thebicycle industry is constantly improving the various components of thebicycle. One bicycle component that has been extensively redesigned isan electric bicycle component configured to be electrically operated.Such electric components are configured to be operated via an electricalbicycle operating system.

SUMMARY OF THE INVENTION

In accordance with a first aspect of the present invention, anelectrical derailleur comprises a control unit to generate a controlsignal to operate at least one of an electrical bicycle seatpostassembly, an electrical suspension, and a driving unit.

With the electrical bicycle operating system according to the firstaspect, it is possible to an installation space for the control unitcompared with a case where the control unit is separately provided fromthe electrical derailleur.

In accordance with a second aspect of the present invention, theelectrical bicycle operating system according to the first aspect isconfigured so that the control unit wirelessly transmits the controlsignal.

With the electrical bicycle operating system according to the secondaspect, it is possible to omit a cable to transmit the control signal,saving weight of a bicycle.

In accordance with a third aspect of the present invention, theelectrical bicycle operating system according to the first or secondaspect is configured so that the control unit transmits the controlsignal in response to receipt of a transmission control signaltransmitted from a shift switch.

With the electrical bicycle operating system according to the thirdaspect, it is possible to operate the at least one of the electricalbicycle seatpost assembly, the electrical suspension, and the drivingunit using the shift switch, improving operability of the electricalbicycle operating system.

In accordance with a fourth aspect of the present invention, theelectrical bicycle operating system according to any one of the first tothird aspects is configured so that the control unit keeps a shiftposition of the electrical derailleur when the control unit receivesboth an upshift signal and a downshift signal concurrently.

With the electrical bicycle operating system according to the fourthaspect, it is possible to prevent unintentional operation of theelectrical derailleur caused by improper input of the upshift signal andthe downshift signal.

In accordance with a fifth aspect of the present invention, theelectrical bicycle operating system according to any one of the first tofourth aspects further comprises a base, a chain guide, and a motor unitto move the chain guide relative to the base. The control unit isoperatively connected to the motor unit.

With the electrical bicycle operating system according to the fifthaspect, it is possible to operate the chain guide and the motor unit viathe control unit.

In accordance with a sixth aspect of the present invention, theelectrical bicycle operating system according to the fifth aspect isconfigured so that the control unit is provided to one of the motor unitand the base.

With the electrical bicycle operating system according to the sixthaspect, it is possible to reduce an installation space for the controlunit compared with a case where the control unit is provided to neitherthe motor unit nor the base.

In accordance with a seventh aspect of the present invention, anelectrical seatpost assembly comprises an electrical actuation unit anda control unit. The control unit is configured to control the electricalactuation unit when the control unit concurrently receives both a firsttransmission control signal to perform upshifting of an electricalbicycle shifting device and a second transmission control signal toperform downshifting of the electrical bicycle shifting device.

With the electrical bicycle operating system according to the seventhaspect, it is possible to electrically operate the electrical seatpostassembly using the first transmission control signal and the secondtransmission control signal.

In accordance with an eighth aspect of the present invention, anelectrical bicycle operating system comprises a first switch, a secondswitch, and a control unit to control an electrical bicycle shiftingdevice to continuously change a shift position of the electrical bicycleshifting device by at least two shift stages when both the first switchand the second switch are operated concurrently.

With the electrical bicycle operating system according to the eighthaspect, it is possible to increase a bicycle component which can beoperated using the first switch and the second switch. This improvesconvenience of the electrical bicycle operating system.

In accordance with a ninth aspect of the present invention, theelectrical bicycle operating system according to the eighth aspect isconfigured so that the control unit controls the electrical bicycleshifting device to continuously upshift by the at least two shift stageswhen both the first switch and the second switch are operatedconcurrently.

With the electrical bicycle operating system according to the ninthaspect, it is possible to quickly increase a speed of a bicycle usingconcurrent operation of the first switch and the second switch.

In accordance with a tenth aspect of the present invention, theelectrical bicycle operating system according to the eighth or ninthaspect is configured so that the control unit controls a rear derailleurprovided as the electrical bicycle shifting device to continuouslychange a rear shift position of the rear derailleur by the at least twoshift stages when both the first switch and the second switch areoperated concurrently.

With the electrical bicycle operating system according to the tenthaspect, it is possible to quickly increase a speed of a bicycle usingconcurrent operation of the first switch and the second switch.

In accordance with an eleventh aspect of the present invention, theelectrical bicycle operating system according to any one of the eighthto tenth aspects is configured so that the control unit sets apredetermined number of shift stages as the at least two shift stages inaccordance with a user input. The control unit controls the electricalbicycle shifting device to continuously change the shift position by thepredetermined number of shift stages when both the first switch and thesecond switch are operated concurrently.

With the electrical bicycle operating system according to the eleventhaspect, it is possible to change the predetermined number of shiftstages in accordance with specification of the electrical bicycleshifting device.

In accordance with a twelfth aspect of the present invention, theelectrical bicycle operating system according to any one of the eighthto eleventh aspects is configured so that the first switch includes afirst upshift switch and a first downshift switch. The control unitcontrols a rear derailleur provided as the electrical bicycle shiftingdevice to upshift when the first upshift switch is operated withoutoperation of the second switch. The control unit controls the rearderailleur to downshift when the first downshift switch is operatedwithout operation of the second switch.

With the electrical bicycle operating system according to the twelfthaspect, it is possible to control the rear derailleur to upshift anddownshift in addition to continuously changing the rear shift positionof the rear derailleur.

In accordance with a thirteenth aspect of the present invention, theelectrical bicycle operating system according to the twelfth aspect isconfigured so that the control unit controls the rear derailleur tocontinuously change a rear shift position of the rear derailleur by theat least two shift stages when both the second switch and one of thefirst upshift switch and the first downshift switch are operatedconcurrently.

With the electrical bicycle operating system according to the thirteenthaspect, it is possible to control the rear derailleur to upshift, todownshift, and to continuously change the rear shift position of therear derailleur using the first upshift switch, the first downshiftswitch, and the second switch.

In accordance with a fourteenth aspect of the present invention, theelectrical bicycle operating system according to the thirteenth aspectis configured so that the second switch includes a second upshift switchand a second downshift switch. The control unit controls a frontderailleur provided as the electrical bicycle shifting device to upshiftwhen the second upshift switch is operated without operation of thefirst switch. The control unit controls the front derailleur todownshift when the second downshift switch is operated without operationof the first switch.

With the electrical bicycle operating system according to the fourteenthaspect, it is possible to perform upshifting and downshifting of thefront derailleur in addition to the rear derailleur.

In accordance with a fifteenth aspect of the present invention, theelectrical bicycle operating system according to the fourteenth aspectis configured so that the control unit controls the rear derailleur tocontinuously change the rear shift position by the at least two shiftstages when both one of the first upshift switch and the first downshiftswitch and one of the second upshift switch and the second downshiftswitch are operated concurrently.

With the electrical bicycle operating system according to the fifteenthaspect, it is possible to control the rear derailleur and the frontderailleur using the first upshift switch, the first downshift switch,the second upshift switch, and the second downshift switch.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete appreciation of the invention and many of the attendantadvantages thereof will be readily obtained as the same becomes betterunderstood by reference to the following detailed description whenconsidered in connection with the accompanying drawings.

FIG. 1 is a side elevational view of a bicycle including an electricalbicycle operating system in accordance with a first embodiment.

FIG. 2 is a block diagram of the bicycle illustrated in FIG. 1.

FIG. 3 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 1.

FIG. 4 is a plan view of a handlebar with a first brake operating unitand a second brake operating unit of the bicycle illustrated in FIG. 1.

FIG. 5 is a cross-sectional view of an electrical bicycle seatpostassembly of the bicycle illustrated in FIG. 1.

FIGS. 6 to 9 are timing charts of the electrical bicycle operatingsystem illustrated in FIG. 2.

FIGS. 10 and 11 are flow charts of operation of the electrical bicycleoperating system illustrated in FIG. 2.

FIG. 12 is a timing chart of operation of the electrical bicycleoperating system in accordance with a first modification of the firstembodiment.

FIG. 13 is a timing chart of operation of the electrical bicycleoperating system in accordance with a second modification of the firstembodiment.

FIG. 14 is a timing chart of operation of the electrical bicycleoperating system in accordance with a third modification of the firstembodiment.

FIG. 15 is a block diagram of the bicycle including the electricalbicycle operating system in accordance with a fourth modification of thefirst embodiment.

FIG. 16 is a block diagram of the bicycle including the electricalbicycle operating system in accordance with a fifth modification of thefirst embodiment.

FIG. 17 is a block diagram of the bicycle including the electricalbicycle operating system in accordance with a sixth modification of thefirst embodiment.

FIG. 18 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with a second embodiment.

FIG. 19 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 18.

FIG. 20 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with a third embodiment.

FIG. 21 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 20.

FIGS. 22 and 23 are timing charts of the electrical bicycle operatingsystem illustrated in FIG. 20.

FIG. 24 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with a fourth embodiment.

FIG. 25 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 24.

FIGS. 26 to 28 are timing charts of the electrical bicycle operatingsystem illustrated in FIG. 24.

FIG. 29 is a block diagram of a bicycle including the electrical bicycleoperating system in accordance with a first modification of the fourthembodiment.

FIG. 30 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 29.

FIGS. 31 to 33 are timing charts of the electrical bicycle operatingsystem illustrated in FIG. 29.

FIG. 34 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with a fifth embodiment.

FIG. 35 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 34.

FIG. 36 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with a sixth embodiment.

FIG. 37 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 36.

FIGS. 38 to 40 are timing charts of the electrical bicycle operatingsystem illustrated in FIG. 36.

FIG. 41 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with a seventh embodiment.

FIG. 42 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 41.

FIG. 43 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with an eighth embodiment.

FIG. 44 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 43.

FIG. 45 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with a ninth embodiment.

FIG. 46 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 45.

FIG. 47 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with a tenth embodiment.

FIG. 48 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 47.

FIG. 49 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with an eleventh embodiment.

FIG. 50 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 49.

FIG. 51 is a timing chart of the electrical bicycle operating systemillustrated in FIG. 49.

FIG. 52 shows shift-map information of the electrical bicycle operatingsystem illustrated in FIG. 49.

FIG. 53 is a block diagram of a bicycle including an electrical bicycleoperating system in accordance with a twelfth embodiment.

FIG. 54 is a schematic diagram showing one exemplary configuration of anelectric communication path of the bicycle illustrated in FIG. 53.

FIGS. 55 to 58 are timing charts of the electrical bicycle operatingsystem illustrated in FIG. 53.

DESCRIPTION OF THE EMBODIMENTS

The embodiments will now be described with reference to the accompanyingdrawings, wherein like reference numerals designate corresponding oridentical elements throughout the various drawings.

First Embodiment

Referring initially to FIGS. 1 and 2, a bicycle 10 includes anelectrical bicycle operating system 12 in accordance with a firstembodiment. As seen in FIG. 1, the bicycle 10 includes a bicycle frameB1, a handlebar B2, a saddle B3, a front wheel B4, a rear wheel B5, afront brake B6, a rear brake B7, and a drive train B8. The drive trainB8 converts the rider's pedaling force into a driving force. The bicycleframe B1, the handlebar B2, the saddle B3, the front wheel B4, the rearwheel B5, the front brake B6, and the rear brake B7 include structureswhich have been well known in the bicycle field. Thus, they will not bedescribed/illustrated in detail here for the sake of brevity.

In the present application, the following directional terms “front”,“rear”, “forward”, “rearward”, “left”, “right”, “transverse”, “upward”and “downward” as well as any other similar directional terms refer tothose directions which are determined on the basis of a user (e.g., arider) who sits on the saddle B3 of the bicycle 10 with facing thehandlebar B2. Accordingly, these terms, as utilized to describe theelectrical bicycle operating system 12, should be interpreted relativeto the bicycle 10 equipped with the electrical bicycle operating system12 as used in an upright riding position on a horizontal surface.

The drive train B8 includes a bicycle crank B81, a rear sprocket B82,and a bicycle chain B83. The bicycle crank B81 is rotatably mounted onthe bicycle frame B1. The bicycle crank B81 includes a crank axle B84, aright crank arm B85, a left crank arm B86, and a front sprocket B87. Theright crank aim B85 and the left crank arm B86 are coupled to respectiveends of the crank axle B84. The front sprocket B87 is coupled to thecrank axle B84 via the right crank arm B85. The bicycle chain B83 isarranged on the front sprocket B87 and the rear sprocket B82 so as toextend therebetween.

As seen in FIG. 2, the front sprocket B87 includes a front sprocketwheel Sf1. The rear sprocket B82 includes first to eleventh rearsprocket wheels Sr1 to Sr11. A total number of teeth of the first rearsprocket wheel Sr1 is smaller than a total number of teeth of theeleventh rear sprocket wheel Sr11. The first rear sprocket wheel Sr1corresponds to low gear. The eleventh rear sprocket wheel Sr11corresponds to top gear. In this embodiment, each of the first toeleventh rear sprocket wheels Sr1 to Sr11 has a different total numberof teeth. A total number of the rear sprocket wheels Sr1 to Sr11 are notlimited to this embodiment. The rear sprocket B82 can include less thanten or more than twelve rear sprocket wheels. The front sprocket B87 canincludes a plurality of front sprocket wheels.

As seen in FIG. 2, the electrical bicycle operating system comprises afirst switch SW1, a second switch SW2, and a control unit 14. The firstswitch SW1 generates a first transmission control signal CS1. The secondswitch SW2 generates a second transmission control signal CS2. Thecontrol unit 14 electrically operates at least one of an electricalbicycle seatpost assembly, an electrical suspension, and a driving unitwhen both the first switch SW1 and the second switch SW2 are operatedconcurrently. The driving unit outputs an assist force.

In this embodiment, the bicycle 10 includes an electrical bicycleseatpost assembly 16 in accordance with the first embodiment. As seen inFIG. 1, the electrical bicycle seatpost assembly 16 is mounted to a seattube B11 of the bicycle frame B1. The saddle B3 is secured to an upperend of the electrical bicycle seatpost assembly 16. The bicycle 10includes an electrical derailleur 18 in accordance with the firstembodiment. While the electrical derailleur 18 comprises the controlunit 14 in this embodiment, the control unit 14 can be arranged to otherpositions.

The control unit 14 electrically operates the electrical bicycleseatpost assembly 16. However, the control unit 14 electrically can beconfigured to operate at least one of the electrical suspension and thedriving unit when both the first switch SW1 and the second switch SW2are operated concurrently instead of or in addition to the electricalbicycle seatpost assembly 16.

As seen in FIG. 2, the control unit 14 is constituted as a microcomputerand includes a processor 14A and a storage device 14B. The processor 14Aincludes a central processing unit (CPU) and a memory controller. Thestorage device 14B includes a read only memory (ROM) and a random accessmemory (RAM). The storage device 14B can be also referred to as thememory 14B. The ROM includes a non-transitory computer-readable storagemedium. The RAM includes a transitory computer-readable storage medium.The storage device 14B includes storage areas each having an address inthe ROM and the RAM. The processor 14A controls the storage device 14Bto store data in the storage areas of the storage device 14B and readsdata from the storage areas of the storage device 14B.

At least one program is stored in the storage device 14B (e.g., theROM). The at least one program is read into the processor 14A, andthereby functions of the control unit 14 are performed. The processor14A and the storage device 14B are mounted on a substrate (not shown)and are connected with each other via a bus 14C.

The first switch SW1 is configured to receive a first user input IP1 andis configured to generate the first transmission control signal CS1 inresponse to the first user input IP1. The second switch SW2 isconfigured to receive a second user input IP2 and is configured togenerate the second transmission control signal CS2 in response to thesecond user input IP2. Examples of the first user input IP1 and thesecond user input IP2 include pushing a switch and operating a member.

As seen in FIG. 3, the bicycle 10 includes a first brake operating unitBU1 and a second brake operating unit BU2. The first brake operatingunit BU1 is operatively coupled to the front brake B6 via a connectingelement CE1 (FIG. 1) such as a mechanical control cable or a hydraulichose. The second brake operating unit BU2 is operatively coupled to therear brake B7 via a connecting element CE2 (FIG. 1) such as a mechanicalcontrol cable or a hydraulic hose.

The first brake operating unit BU1 includes a first bracket BU11 and afirst brake lever BU12 pivotally coupled to the first bracket BU11. Thesecond brake operating unit BU2 includes a second bracket BU21 and asecond brake lever BU22 pivotally coupled to the second bracket BU21.

As seen in FIG. 4, the first bracket BU11 is secured to the handlebarB2. The second bracket BU21 is secured to the handlebar B2. In thisembodiment, the first bracket BU11 is secured to a right part B21 of thehandlebar B2. The second bracket BU21 is secured to a left part B22 ofthe handlebar B2.

The first brake operating unit BU1 and the second brake operating unitBU2 include structures which have been well known in the bicycle field.Thus, they will not be described and/or illustrated in detail here forthe sake of brevity.

In the illustrated embodiment, as seen in FIG. 3, the first switch SW1is mounted to the first brake operating unit BU1. The second switch SW2is mounted to the second brake operating unit BU2. Specifically, thefirst switch SW1 is mounted to the first brake lever BU12. The secondswitch SW2 is mounted to the second brake lever BU22. However, the firstswitch SW1 can be mounted to other parts of the first brake operatingunit BU1 or the handlebar B2. The second switch SW2 can be mounted toother parts of the second brake operating unit BU2 or the handlebar B2.

As seen in FIG. 4, the first switch SW1 is mounted to one of the rightpart B21 and the left part B22 of the handlebar B2. The second switchSW2 is mounted to the other of the right part B21 and the left part B22of the handlebar B2. In this embodiment, the first switch SW1 is mountedto the right part B21 of the handlebar B2. The second switch SW2 ismounted to the left part B22 of the handlebar B2. However, the firstswitch SW1 can be mounted to the left part B22 of the handlebar B2, andthe second switch SW2 can be mounted to the right part B21 of thehandlebar B2. Furthermore, at least one of the first switch SW1 and thesecond switch SW2 can be mounted to other parts of the bicycle 10.

The right part B21 of the handlebar B2 is provided on a right side of atransverse center plane CP1 of the bicycle 10. The left part B22 of thehandlebar B2 is provided on a left side of the transverse center planeCP1 of the bicycle 10. The transverse center plane CP1 is defined at acenter of the bicycle frame B1 in a transverse direction D1 of thebicycle 10.

As seen in FIG. 1, the bicycle 10 includes a battery holder B91 and abattery B92. The battery holder B91 is mounted to the bicycle frame B1and is configured to detachably receive the battery B92. The battery B92is electrically connected to the battery holder B91 in a state where thebattery B92 is mounted to the battery holder B91. Examples of thebattery B92 include a primary battery (e.g., a dry-cell battery) and asecondary battery (e.g., a rechargeable battery such as a rechargeablelithium-ion battery).

As seen in FIGS. 2 and 3, the bicycle 10 includes an electriccommunication path CP to establish communication among the electricalbicycle operating system 12, the electrical bicycle seatpost assembly16, the electrical derailleur 18, and the battery holder B91 using powerline communication technology.

Power line communication (PLC) carries data on a conductor that is alsoused simultaneously for electric power transmission or electric powerdistribution to electric components. In this embodiment, the electricpower is supplied from the battery B92 to the electrical bicycleoperating system 12, the electrical bicycle seatpost assembly 16, andthe electrical derailleur 18 via the battery holder B91 and the electriccommunication path CP. Furthermore, the electrical bicycle operatingsystem 12, the electrical bicycle seatpost assembly 16, and theelectrical derailleur 18 send and receive control signals via theelectric communication path CP using the PLC.

As seen in FIG. 3, the electric communication path CP includes a firstjunction J1, a second junction J2, and first to sixth cables C1 to C6.Each of the first to sixth cables C1 to C6 includes electric connectorsat both ends thereof. The first switch SW1 is electrically connected tothe first junction J1 via the first cable C1. The second switch SW2 iselectrically connected to the first junction J1 via the second cable C2.The first junction J1 is electrically connected to the second electricwiring junction J2 via the third cable C3. The second junction J2 iselectrically connected to the battery holder B91 via the fourth cableC4. The second junction J2 is electrically connected to the electricalbicycle seatpost assembly 16 via the fifth cable C5. The second junctionJ2 is electrically connected to the electrical derailleur 18 via thesixth cable C6.

Each of the first to sixth cables C1 to C6 includes a ground line and avoltage line that are detachably connected to a serial bus that isformed by communication interfaces and the first and second junctions J1and J2. Electric power is supplied from the battery B92 to theelectrical bicycle operating system 12, the electrical bicycle seatpostassembly 16, and the electrical derailleur 18 via the voltage line. Inthis embodiment, the electrical bicycle operating system 12, theelectrical bicycle seatpost assembly 16, and the electrical derailleur18 can all communicate with each other through the voltage line usingthe power line communication technology.

The PLC uses unique identifying information such as a unique identifierthat is assigned to each of the first switch SW1, the second switch SW2,the control unit 14, the electrical bicycle seatpost assembly 16, andthe electrical derailleur 18. Each of the control unit 14, the firstswitch SW1, the second switch SW2, the electrical bicycle seatpostassembly 16, and the electrical rear derailleur 52 includes a PLCcontroller in which the unique identifying information is stored. Basedon the unique identifying information, each of the first switch SW1, thesecond switch SW2, the control unit 14, the electrical bicycle seatpostassembly 16, and the electrical rear derailleur 52 can recognize controlsignals which are necessary for itself among control signals transmittedvia the electric communication path CP. For example, the control unit 14can recognize information signals transmitted from the first switch SW1,the second switch SW2, the electrical bicycle seatpost assembly 16, andthe electrical rear derailleur 52 via the electric communication pathCP. Instead of using the PLC technology, however, separate signal wirescan be provided for transmitting data in addition to the ground wire andthe voltage wire if needed and/or desired. Furthermore, wirelesstechnology can be used to transmit control signals between theseelectric components. The configuration of the electric communicationpath CP is not limited to the above configuration illustrated in FIG. 3.

As seen in FIG. 2, the first switch SW1 includes a first PLC controllerPC1 connected to the processor 14A and the storage device 14B via thebus 14C. The second switch SW2 includes a second PLC controller PC2. Forexample, each of the first PLC controller PC1 and the second PLCcontroller PC2 includes a filter circuit and a voltage regulatorcircuit. The first PLC controller PC1 is configured to separate inputsignals to a power source voltage and control signals. The first PLCcontroller PC1 is configured to regulate the power source voltage to alevel at which the first switch SW1 can properly operate. The first PLCcontroller PC1 is further configured to superimpose the firsttransmission control signal CS1 on the power source voltage applied tothe electric communication path CP from the battery B92.

The second PLC controller PC2 has substantially the same configurationas that of the first PLC controller PC1. Specifically, the second PLCcontroller PC2 is configured to separate input signals to the powersource voltage and control signals. The second PLC controller PC2 isconfigured to regulate the power source voltage to a level at which thesecond switch SW2 can properly operate. The second PLC controller PC2 isfurther configured to superimpose the second transmission control signalCS2 on the power source voltage applied to the electric communicationpath CP from the battery B92.

The control unit 14 includes a third PLC controller PC3. The third PLCcontroller PC3 has substantially the same configuration as that of thefirst PLC controller PC1. Specifically, the third PLC controller PC3 isconfigured to separate input signals to the power source voltage, thefirst transmission control signal CS1, and the second transmissioncontrol signal CS2. The third PLC controller PC3 is configured toregulate the power source voltage to a level at which the processor 14Aand the storage device 14B can properly operate. The third PLCcontroller PC3 is further configured to superimpose a third signal CS3(described later) on the power source voltage. The third signal CS3 canbe also referred to as a control signal CS3.

The electrical bicycle seatpost assembly 16 includes a fourth PLCcontroller PC4. The fourth PLC controller PC4 has substantially the sameconfiguration as that of the first PLC controller PC1. The fourth PLCcontroller PC4 is configured to separate input signals to the powersource voltage and the third signal CS3. The fourth PLC controller PC4is configured to regulate the power source voltage to a level at whichelectric components of the electrical bicycle seatpost assembly 16 canproperly operate. The fourth PLC controller PC4 is further configured tosuperimpose control signals on the power source voltage.

As seen in FIG. 5, the electrical bicycle seatpost assembly 16 includesa first tube 20, a second tube 22, a floating piston 24, a rod 26, aguide member 28, a flow control part 30, and a valve unit 32. The firsttube 20 and the second tube 22 are telescopically arranged, with theamount of insertion of the first tube 20 into the second tube 22 beingadjustable. The second tube 22 is secured to the seat tube B11 (FIG. 1)by a conventional clamping arrangement (not shown) provided on an upperend of the seat tube B11.

The valve unit 32 divides an interior bore of the first tube 20 into afirst fluid chamber 34 and a second fluid chamber 36. The flow controlpart 30 is provided in the guide member 28 to move relative to the valveunit 32 between a closed position P11 and an open position P12 in atelescopic direction D2. The flow control part 30 is biased by a biasingelement (not shown) toward the closed position P11.

The valve unit 32 is closed when the flow control part 30 is positionedat the closed position P11. The valve unit 32 is open when the flowcontrol part 30 is positioned at the open position P12. The valve unit32 is coupled to the second tube 22 via the guide member 28 to movetogether relative to the first tube 20. The first fluid chamber 34 isdisposed between the valve unit 32 and the floating piston 24. Thesecond fluid chamber 36 is disposed between the valve unit 32 and alower end of the first tube 20. The flow control part 30 cooperates withthe guide member 28 and the valve unit 32 to control flow of fluidbetween the first fluid chamber 34 and the second fluid chamber 36 tochange a position of the first tube 20 relative to the second tube 22.

When the valve unit 32 is closed, the first tube 20 is positionedrelative to the second tube 22 in the telescopic direction D2. When thevalve unit 32 is open, the first tube 20 is movable relative to thesecond tube 22 in the telescopic direction D2. The floating piston 24 isdisposed in the interior bore of the first tube 20 and forms a gaschamber 38 disposed between the floating piston 24 and an upper end ofthe first tube 20. The shorter total length of the electrical bicycleseatpost assembly 16 increases an inner pressure of the gas chamber 38.The electrical bicycle seatpost assembly 16 includes structures whichhave been known in the bicycle field, they will not be described and/orillustrated in detail here for the sake of brevity.

As seen in FIG. 5, the electrical bicycle seatpost assembly 16 comprisesthe electrical actuation unit 39. The electrical actuation unit 39 isconnected to the control unit 14 via the electric communication path CP.The electrical actuation unit 39 moves the flow control part 30 from theclosed position P11 to the open position P12 in response to the thirdsignal CS3 transmitted from the control unit 14. The electricalactuation unit 39 keeps the flow control part 30 at the open positionP12 while receiving the third signal CS3 from the control unit 14. Theelectrical actuation unit 39 keeps the flow control part 30 at theclosed position P11 when the electrical actuation unit 39 does notreceive the third signal CS3 from the control unit 14.

The electrical actuation unit 39 includes a valve actuator 40, a valveposition sensor 42, and an actuator driver 44. The valve actuator 40,the valve position sensor 42, the actuator driver 44, and the fourth PLCcontroller PC4 are connected with each other via a bus 45. The valveactuator 40 is mechanically coupled to the flow control part 30 to movethe flow control part 30 between the closed position P11 and the openposition P12. In this embodiment, the valve actuator 40 includes adirect current (DC) motor. The valve actuator 40 includes a rotationalshaft (not shown) to output a rotational force. The rotational shaft iscoupled to the flow control part 30 via a gear reducer (not shown).Other examples of the valve actuator 40 include a stepper motor, analternating current (AC) motor, and an electromagnetic solenoid.

The valve position sensor 42 is configured to sense a valve position ofthe flow control part 30 via the valve actuator 40. In this embodiment,the valve position sensor 42 is a contact rotational position sensorsuch as a potentiometer. The valve position sensor 42 is configured tosense an absolute rotational position of the rotational shaft of thevalve actuator 40 as the valve position of the flow control part 30.Other examples of the valve position sensor 42 include a non-contactrotational position sensor such as an optical sensor (e.g., a rotaryencoder) and a magnetic sensor (e.g., a hall sensor).

The valve position sensor 42 is electrically connected to the actuatordriver 44. The actuator driver 44 is configured to control the valveactuator 40 based on the third signal CS3 and the position sensed by thevalve position sensor 42. Specifically, the actuator driver 44 iselectrically connected to the valve actuator 40. The actuator driver 44is configured to control a rotational direction and a rotational speedof the rotational shaft based on the valve position and the third signalCS3 transmitted from the control unit 14. Furthermore, the actuatordriver 44 is configured to stop rotation of the rotational shaft toposition the flow control part 30 at one of the closed position P11 andthe open position P12 based on the valve position and the third signalCS3 transmitted from the control unit 14.

The actuator driver 44 controls the valve actuator 40 to keep the flowcontrol part 30 at the closed position P11 while the actuator driver 44does not receive the third signal CS3. The actuator driver 44 controlsthe valve actuator 40 to move the flow control part 30 from the closedposition P11 to the open position P12 while the actuator driver 44receives the third signal CS3. For example, the actuator driver 44includes an electric circuit configured to perform the above functionsof the actuator driver 44.

As seen in FIG. 3, the electrical derailleur 18 further comprises a base46, a chain guide 48, and a motor unit 50. The motor unit 50 moves thechain guide 48 relative to the base 46. The control unit 14 isoperatively connected to the motor unit 50. In the illustratedembodiment, the electrical derailleur 18 includes an electrical rearderailleur 52 and the control unit 14. However, the electricalderailleur 18 can include an electrical front derailleur and the controlunit 14. In this embodiment, the electrical rear derailleur 52 includesthe base 46, the chain guide 48, and the motor unit 50.

As seen in FIG. 2, the chain guide 48 guides the bicycle chain B83 inthe transverse direction D1 (FIG. 4) of the bicycle 10 between the lowto top gear positions of the rear sprocket B82. The position of thechain guide 48 corresponds to the shift position of the electrical rearderailleur 52.

The motor unit 50 includes a motor 54, a shift position sensor 56, and amotor driver 58. The motor 54, the shift position sensor 56, the motordriver 58, and the fifth PLC controller PC5 are connected with eachother via a bus 59. The motor 54 is mechanically coupled to the chainguide 48. The motor 54 is configured to move the chain guide 48 to shiftthe bicycle chain B83 relative to the rear sprocket B82. In thisembodiment, the motor 54 includes a DC motor. The motor 54 includes arotational shaft (not shown) to output a rotational force. Therotational shaft is coupled to the chain guide 48 via a gear reducer(not shown). Other examples of the motor 54 include a stepper motor andan AC motor.

The electrical derailleur 18 has a plurality of available shiftpositions as the shift position of the electrical rear derailleur 52. Inthis embodiment, the electrical derailleur 18 has eleven available shiftpositions respectively corresponding to the first to eleventh rearsprocket wheels Sr1 to Sr11.

The shift position sensor 56 is configured to sense a position of themotor 54 as the shift position of the electrical derailleur 18. In thisembodiment, the shift position sensor 56 is a contact rotationalposition sensor such as a potentiometer. The shift position sensor 56 isconfigured to sense an absolute rotational position of the rotationalshaft of the motor 54 as the shift position of the electrical derailleur18. Other examples of the shift position sensor 56 include a non-contactrotational position sensor such as an optical sensor (e.g., a rotaryencoder) and a magnetic sensor (e.g., a hall sensor).

The shift position sensor 56 is electrically connected to the motordriver 58. The motor driver 58 is configured to control the motor 54based on the front shift position sensed by the shift position sensor56. Specifically, the motor driver 58 is electrically connected to themotor 54. The motor driver 58 is configured to control a rotationaldirection and a rotational speed of the rotational shaft based on theshift position and each of the first and second transmission controlsignals CS1 and CS2. Furthermore, the motor driver 58 is configured tostop rotation of the rotational shaft to position the chain guide 48 atone of the low to top gear positions based on the shift position andeach of the first and second transmission control signals CS1 and CS2.The motor driver 58 transmits the shift position sensed by the shiftposition sensor 56 to the control unit 14. The control unit 14 storesthe shift position transmitted from the motor driver 58 as a latest rearshift position SPR. For example, the motor driver 58 includes anelectric circuit configured to perform the above functions of the motordriver 58.

In this embodiment, the control unit 14 is integrally provided with theelectrical rear derailleur 52 as a single unit. Specifically, thecontrol unit 14 is provided to one of the motor unit 50 and the base 46.The control unit 14 is provided to the base 46. The base 46 includes aninternal space. The motor unit 50 and the control unit 14 are providedin the internal space of the base 46. However, the control unit 14 canbe provided to the motor unit 50 as a single unit. The bus 14C of thecontrol unit 14 is connected to the bus 59 of the motor unit 50 of theelectrical rear derailleur 52.

As seen in FIG. 2, the control unit 14 is configured to operate theelectrical rear derailleur 52 provided as the electrical bicycleshifting device in response to one of the first transmission controlsignal CS1 and the second transmission control signal CS2. The controlunit 14 is configured to operate the electrical bicycle shifting device52 to upshift in response to the first transmission control signal CS1.The control unit 14 is configured to operate the electrical bicycleshifting device 52 to downshift in response to the second transmissioncontrol signal CS2.

In this embodiment, the first transmission control signal CS1 can bealso referred to as an upshift signal CS1. The second transmissioncontrol signal CS2 can be also referred to as a downshift signal CS2.However, the control unit 14 can be configured to operate the electricalbicycle shifting device 52 to downshift in response to the firsttransmission control signal CS1. The control unit 14 can be configuredto operate the electrical bicycle shifting device 52 to upshift inresponse to the second transmission control signal CS2.

The control unit 14 is configured to control the motor unit 50 to movethe chain guide 48 relative to the base 46 in an upshift direction inresponse to the first transmission control signal CS1. The control unit14 is configured to control the motor unit 50 to move the chain guide 48relative to the base 46 in a downshift direction in response to thesecond transmission control signal CS2.

In the present application, upshifting of the electrical derailleur 18(the electrical rear derailleur 52 or the electrical bicycle shiftingdevice 52) occurs when the bicycle chain B83 is shifted by theelectrical derailleur 18 from a larger sprocket to a neighboring smallersprocket. Downshifting of the electrical derailleur 18 occurs when thebicycle chain B83 is shifted by the electrical derailleur 18 from asmaller sprocket to a neighboring larger sprocket.

The control unit 14 generates the control signal CS3 to operate at leastone of the electrical bicycle seatpost assembly 16, an electricalsuspension, and a driving unit. The control unit 14 transmits thecontrol signal CS3 in response to receipt of a transmission controlsignal transmitted from a shift switch. In this embodiment, each of thefirst transmission control signal CS1 and the second transmissioncontrol signal CS2 can be also referred to as the transmission controlsignal. Each of the first switch SW1 and the second switch SW2 can bealso referred to as the shift switch. The control unit 14 transmits thecontrol signal CS3 in response to receipt of the first transmissioncontrol signal CS1 transmitted from the first switch SW1.

As seen in FIGS. 6 and 7, the control unit 14 generates the third signalCS3 to operate the at least one of the electrical bicycle seatpostassembly 16, the electrical suspension, and the driving unit when boththe first switch SW1 and the second switch SW2 are operatedconcurrently. In this embodiment, the control unit 14 generates thethird signal CS3 to operate only the electrical bicycle seatpostassembly 16 when both the first switch SW1 and the second switch SW2 areoperated concurrently. However, the control unit 14 generates the thirdsignal CS3 to operate at least one of the electrical suspension and thedriving unit when both the first switch SW1 and the second switch SW2are operated concurrently instead of or in addition to the electricalbicycle seatpost assembly 16.

The control unit 14 generates the third signal CS3 when the control unit14 receives both the first transmission control signal CS1 and thesecond transmission control signal CS2 concurrently. In this embodiment,the control unit 14 generates the third signal CS3 when the control unit14 receives one of the first transmission control signal CS1 and thesecond transmission control signal CS2 within an operation time lag TL0after receipt of the other of the first transmission control signal CS1and the second transmission control signal CS2. Namely, the phrase “whenthe control unit 14 receives both the first transmission control signalCS1 and the second transmission control signal CS2 concurrently” caninclude a case where a time lag occurs between receipt of the firsttransmission control signal CS1 and receipt of the second transmissioncontrol signal CS2 in addition to a case where no time lag occursbetween receipt of the first transmission control signal CS1 and receiptof the second transmission control signal CS2. For example, one secondmay be admitted as the time lag. In a case where the operation time lagTL0 is zero, the control unit 14 receives completely concurrently boththe first transmission control signal CS1 and the second transmissioncontrol signal CS2. The control unit 14 stores the operation time lagTL0 in the memory 14B.

As seen in FIG. 6, the control unit 14 generates the third signal CS3when the control unit 14 receives the second transmission control signalCS2 within the operation time lag TL0 after receipt of the firsttransmission control signal CS1.

As seen in FIG. 7, the control unit 14 generates the third signal CS3when the control unit 14 receives the first transmission control signalCS1 within the operation time lag TL0 after receipt of the secondtransmission control signal CS2.

As seen in FIG. 8, the control unit 14 is configured to operate theelectrical bicycle shifting device 52 to perform one of upshifting anddownshifting in response to the first transmission control signal CS1when the control unit 14 does not receive the second transmissioncontrol signal CS2 within the operation time lag TL0 after receipt ofthe first transmission control signal CS1.

In this embodiment, the control unit 14 generates an upshift commandsignal US to perform upshifting in the electrical rear derailleur 52when the control unit 14 does not receive the second transmissioncontrol signal CS2 within the operation time lag TL0 after receipt ofthe first transmission control signal CS1. The electrical rearderailleur 52 upshifts in response to the upshift command signal US.

As seen in FIG. 9, the control unit 14 is configured to operate theelectrical bicycle shifting device 52 to perform the other of upshiftingand downshifting in response to the second transmission control signalCS2 when the control unit 14 does not receive the first transmissioncontrol signal CS1 within the operation time lag TL0 after receipt ofthe second transmission control signal CS2.

In this embodiment, the control unit 14 generates a downshift commandsignal DS to perform downshifting in the electrical rear derailleur 52when the control unit 14 does not receive the first transmission controlsignal CS1 within the operation time lag TL0 after receipt of the secondtransmission control signal CS2. The electrical rear derailleur 52downshifts in response to the downshift command signal DS. In a casewhere the control unit 14 is integrally provided with the motor unit 50as a single unit, the upshift command signal US and the downshiftcommand signal DS can be omitted. In such an embodiment, for example,the control unit 14 has a function of the motor unit 50.

As seen in FIGS. 6 and 7, the control unit 14 is configured to keep theshift position of the electrical bicycle shifting device 52 when thecontrol unit 14 receives one of the first transmission control signalCS1 and the second transmission control signal CS2 within the operationtime lag TL0 after receipt of the other of the first transmissioncontrol signal CS1 and the second transmission control signal CS2.Namely, the control unit 14 keeps the shift position of the electricalderailleur 18 when the control unit 14 receives both the upshift signalCS1 and the downshift signal CS2 concurrently. In this embodiment, thecontrol unit 14 generates neither the upshift command signal US nor thedownshift command signal DS when the control unit 14 receives both theupshift signal CS1 and the downshift signal CS2 concurrently.

As seen in FIG. 2, the control unit 14 is configured to measure a timelag elapsed from receipt of one of the first transmission control signalCS1 and the second transmission control signal CS2 to receipt of theother of the first transmission control signal CS1 and the secondtransmission control signal CS2. Namely, the control unit 14 includes atimer 60 configured to measure a time lag elapsed from receipt of one ofthe first transmission control signal CS1 and the second transmissioncontrol signal CS2 to receipt of the other of the first transmissioncontrol signal CS1 and the second transmission control signal CS2.

As seen in FIGS. 8 and 9, the first switch SW1 generates the firsttransmission control signal CS1 having a first width W1 corresponding toa time period T1 during which the first switch SW1 is operated. Thesecond switch SW2 generates the second transmission control signal CS2having a second width W2 corresponding to a time period T2 during whichthe second switch SW2 is operated. The upshift command signal US has aconstant width regardless of the time period T1. The downshift commandsignal DS has a constant width regardless of the time period T2.

As seen in FIGS. 6 and 7, the control unit 14 generates the third signalCS3 having a third width W3 corresponding to a time period T3 duringwhich both the first switch SW1 and the second switch SW2 are operatedconcurrently. In this embodiment, the control unit 14 generates thethird signal CS3 having the third width W3 corresponding to the timeperiod T3 during which the control unit 14 receives both the firsttransmission control signal CS1 and the second transmission controlsignal CS2. However, the third width W3 of the third signal CS3 can beconstant regardless of the time period T3.

The operation of the electrical bicycle operating system 12 will bedescribed in detail below referring to FIGS. 10 and 11.

As seen in FIG. 10, the control unit 14 determines whether one of thefirst transmission control signal CS1 and the second transmissioncontrol signal CS2 is received by the control unit 14 (step S1). Whenthe control unit 14 concludes that the first transmission control signalCS1 is received, the control unit 14 (the timer 60) starts to measurethe time lag TL occurring between receipt of the first transmissioncontrol signal CS1 and receipt of the second transmission control signalCS2 (steps S1 and S2).

Next, the control unit 14 determines whether each of the firsttransmission control signal CS1 and the second transmission controlsignal CS2 is received by the control unit 14 (steps S3 and S4). Whenthe control unit 14 concludes that the first transmission control signalCS1 has not been received by the control unit 14, the control unit 14determines whether the shift position of the electrical rear derailleur52 is the top gear position (steps S3 and S6).

The process returns to the step S1 when the control unit 14 concludesthat the shift position of the electrical rear derailleur 52 is the topgear position (step S6). The upshift command signal US is output fromthe control unit 14 to the electrical rear derailleur 52 when thecontrol unit 14 concludes that the shift position is not the top gearposition (steps S6 and S7). The electrical rear derailleur 52 upshiftsin response to the upshift command signal US (step S8). The processreturns to the step S1.

When the control unit 14 concludes that the first transmission controlsignal CS1 is received by the control unit 14, the control unit 14determines whether the second transmission control signal CS2 isreceived by the control unit 14. When the control unit 14 concludes thatthe second transmission control signal CS2 is not received by thecontrol unit 14, the control unit 14 compares the time lag TL with theoperation time lag TL0 (steps S4 and S5). When the time lag TL is equalto or shorter than the operation time lag TL0, the steps S3 and S4 arerepeatedly executed.

When the time lag TL is longer than the operation time lag TL0, thecontrol unit 14 concludes that the second transmission control signalCS2 is not received by the control unit 14 within the operation time lagTL0 from the receipt of the first transmission control signal CS1. Thus,the steps S6 to S8 are executed to perform upshifting in the electricalrear derailleur 52 (steps S6 to S8).

When the control unit 14 concludes that the second transmission controlsignal CS2 is received by the control unit 14 within the operation timelag TL0 from the receipt of the first transmission control signal CS1,the third signal CS3 is output from the control unit 14 to theelectrical bicycle seatpost assembly 16 (steps S4 and S9).

In this embodiment, as seen in FIG. 6, the third signal CS3 has thethird width W3 corresponding to the time period T3 during which thecontrol unit 14 receives both the first transmission control signal CS1and the second transmission control signal CS2. The electrical actuationunit 39 of the electrical bicycle seatpost assembly 16 moves the flowcontrol part 30 relative to the second tube 22 from the closed positionP11 to the open position P12 in response to the third signal CS3. Theelectrical actuation unit 39 keeps the flow control part 30 at the openposition P12 while the control unit 14 keeps receiving the controlsignal C3 from the control unit 14. Thus, the position of the saddle B3can be changed via the electrical bicycle seatpost assembly 16 whilereceiving the control signal C3 from the control unit 14.

As seen in FIG. 11, when the control unit 14 concludes that the secondtransmission control signal CS2 is received, the control unit 14 (thetimer 60) starts to measure the time lag TL occurring between receipt ofthe second transmission control signal CS2 and receipt of the firsttransmission control signal CS1 (steps S1 and S12).

Next, the control unit 14 determines whether each of the firsttransmission control signal CS1 and the second transmission controlsignal CS2 is received by the control unit 14 (steps S13 and S14). Whenthe control unit 14 concludes that the second transmission controlsignal CS2 has not been received by the control unit 14, the controlunit 14 determines whether the shift position of the electrical rearderailleur 52 is the low gear position (steps S13 and S16).

The process returns to the step S1 when the control unit 14 concludesthat the shift position of the electrical rear derailleur 52 is the lowgear position (step S16). The upshift command signal US is output fromthe control unit 14 to the electrical rear derailleur 52 when thecontrol unit 14 concludes that the shift position is not the low gearposition (steps S16 and S17). The electrical rear derailleur 52downshifts in response to the upshift command signal US (step S18). Theprocess returns to the step S1.

When the control unit 14 concludes that the second transmission controlsignal CS2 is received by the control unit 14, the control unit 14determines whether the first transmission control signal CS1 is receivedby the control unit 14. When the control unit 14 concludes that thefirst transmission control signal CS1 is not received by the controlunit 14, the control unit 14 compares the time lag TL with the operationtime lag TL0 (steps S14 and S15). When the time lag TL is equal to orshorter than the operation time lag TL0, the steps S13 and S14 arerepeatedly executed.

When the time lag TL is longer than the operation time lag TL0, thecontrol unit 14 concludes that the first transmission control signal CS1is not received by the control unit 14 within the operation time lag TL0from the receipt of the second transmission control signal CS2. Thus,the steps S16 to S18 are executed to perform upshifting in theelectrical rear derailleur 52 (steps S16 to S18).

When the control unit 14 concludes that the first transmission controlsignal CS1 is received by the control unit 14 within the operation timelag TL0 from the receipt of the second transmission control signal CS2,the third signal CS3 is output from the control unit 14 to theelectrical bicycle seatpost assembly 16 (steps S14 and S19).

In this embodiment, as seen in FIG. 7, the third signal CS3 has thethird width W3 corresponding to the time period T3 during which thecontrol unit 14 receives both the first transmission control signal CS1and the second transmission control signal CS2. The electrical actuationunit 39 of the electrical bicycle seatpost assembly 16 moves the flowcontrol part 30 relative to the second tube 22 from the closed positionP11 to the open position P12 in response to the third signal CS3. Theelectrical actuation unit 39 keeps the flow control part 30 at the openposition P12 while the control unit 14 keeps receiving the controlsignal C3 from the control unit 14. Thus, the position of the saddle B3can be changed via the electrical bicycle seatpost assembly 16 whilereceiving the control signal C3 from the control unit 14.

The electrical bicycle operating system 12 has the following features.

(1) The control unit 14 electrically operates at least one of theelectrical bicycle seatpost assembly 16, an electrical suspension, and adriving unit configured to output an assist force when both the firstswitch SW1 and the second switch SW2 are operated concurrently.Accordingly, it is possible to operate, using the first switch SW1 andthe second switch SW2, at least one of the electrical bicycle seatpostassembly 16, the electrical suspension, and the driving unit in additionto another electric component operated in response to the firsttransmission control signal CS1 and the second transmission controlsignal CS2. This can simplify the configuration of the electricalbicycle operating system 12.

(2) The control unit 14 generates the third signal CS3 to operate the atleast one of the electrical bicycle seatpost assembly 16, the electricalsuspension, and the driving unit when both the first switch SW1 and thesecond switch SW2 are operated concurrently. Accordingly, it is possibleto operate the at least one of the electrical bicycle seatpost assembly16, the electrical suspension, and the driving unit using the thirdsignal CS3 different from the first transmission control signal CS1 andthe second transmission control signal CS2. Thus, the at least one ofthe electrical bicycle seatpost assembly 16, the electrical suspension,and the driving unit can easily recognize the third signal CS3.

(3) The control unit 14 generates the third signal CS3 when the controlunit 14 receives both the first transmission control signal CS1 and thesecond transmission control signal CS2 concurrently. Accordingly, it ispossible to determine that both the first switch SW1 and the secondswitch SW2 are operated concurrently based on the first transmissioncontrol signal CS1 and the second transmission control signal CS2. Inother words, the configuration of the first switch SW1 can be simplifiedsince the first switch SW1 outputs the first transmission control signalCS1 in response to operation of the first switch SW1. Similarly, theconfiguration of the second switch SW2 can be simplified since thesecond switch SW2 outputs the second transmission control signal CS2 inresponse to operation of the second switch SW2.

(4) The control unit 14 generates the third signal CS3 to operate onlythe electrical bicycle seatpost assembly 16 when both the first switchSW1 and the second switch SW2 are operated concurrently. Accordingly, itis possible to simplify the third signal CS3.

(5) The control unit 14 generates the third signal CS3 having the thirdwidth W3 corresponding to the time period T3 during which both the firstswitch SW1 and the second switch SW2 are operated concurrently.Accordingly, it is possible to vary the third width W3 of the thirdsignal CS3 in accordance with the time period T3 during which both thefirst switch SW1 and the second switch SW2 are operated concurrently.Thus, it is possible to utilize the variable third width W3 of the thirdsignal CS3 to operate the at least one of the electrical bicycleseatpost assembly 16, the electrical suspension, and the driving unit,improving operability of the electrical bicycle operating system 12.

(6) The control unit 14 generates the third signal CS3 having the thirdwidth W3 corresponding to the time period T3 during which the controlunit 14 receives both the first transmission control signal CS1 and thesecond transmission control signal CS2. Accordingly, it is possible tovary the first width W1 of the first transmission control signal CS1,the second width W2 of the second transmission control signal CS2, andthe third width W3 of the third signal CS3. Thus, it is possible toutilize the variable first width W1 of the first transmission controlsignal CS1, the variable second width W2 of the second transmissioncontrol signal CS2, and the variable third width W3 of the third signalCS3, improving operability of the electrical bicycle operating system12.

(7) The control unit 14 generates the third signal CS3 when the controlunit 14 receives one of the first transmission control signal CS1 andthe second transmission control signal CS2 within the operation time lagTL0 after receipt of the other of the first transmission control signalCS1 and the second transmission control signal CS2. Accordingly, it ispossible to absorb a time lag occurring between receipt of the firsttransmission control signal CS1 and receipt of the second transmissioncontrol signal CS2.

(8) The control unit 14 is configured to operate the electrical bicycleshifting device 52 to perform one of upshifting and downshifting inresponse to the first transmission control signal CS1 when the controlunit 14 does not receive the second transmission control signal CS2within the operation time lag after receipt of the first transmissioncontrol signal CS1. The control unit 14 is configured to operate theelectrical bicycle shifting device 52 to perform the other of upshiftingand downshifting in response to the second transmission control signalCS2 when the control unit 14 does not receive the first transmissioncontrol signal CS1 within the operation time lag after receipt of thesecond transmission control signal CS2. The control unit 14 isconfigured to keep the shift position of the electrical bicycle shiftingdevice 52 when the control unit 14 receives one of the firsttransmission control signal CS1 and the second transmission controlsignal CS2 within the operation time lag TL0 after receipt of the otherof the first transmission control signal CS1 and the second transmissioncontrol signal CS2. Accordingly, it is possible to prevent theelectrical bicycle shifting device 52 from operating in response to bothreceipt of the first transmission control signal CS1 and receipt of thesecond transmission control signal CS2.

(9) The control unit 14 is configured to operate the electrical bicycleshifting device 52 to upshift in response to the first transmissioncontrol signal CS1. The control unit 14 is configured to operate theelectrical bicycle shifting device 52 to downshift in response to thesecond transmission control signal CS2. Accordingly, it is possible tocontrol the electrical bicycle shifting device 52 to upshift anddownshift using the first switch SW1 and the second switch SW2.

(10) The control unit 14 is configured to operate the electrical rearderailleur 52 of the electrical bicycle shifting device 52 in responseto one of the first transmission control signal CS1 and the secondtransmission control signal CS2. Accordingly, it is possible to controlthe electrical rear derailleur 52 using the first switch SW1 and thesecond switch SW2.

(11) The control unit 14 is integrally provided with the electrical rearderailleur 52 as a single unit. Accordingly, it is possible to reduce aninstallation space for the control unit 14 compared with a case wherethe control unit 14 is separately provided from the electrical rearderailleur 52.

(12) The first switch SW1 is mounted to one of the right part B21 andthe left part B22 of the handlebar B2. The second switch SW2 is mountedto the other of the right part B21 and the left part B22 of thehandlebar B2. Accordingly, it is possible to improve operability of thefirst switch SW1 and the second switch SW2.

(13) The electrical derailleur 18 comprises the control unit 14 togenerate the control signal CS3 to operate at least one of theelectrical bicycle seatpost assembly 16, the electrical suspension, andthe driving unit. Accordingly, it is possible to an installation spacefor the control unit 14 compared with a case where the control unit 14is separately provided from the electrical derailleur 18.

(14) The control unit 14 transmits the control signal CS3 in response toreceipt of the transmission control signal CS1 transmitted from theshift switch SW1. Accordingly, it is possible to operate the at leastone of the electrical bicycle seatpost assembly 16, the electricalsuspension, and the driving unit using the shift switch, improvingoperability of the electrical bicycle operating system 12.

(15) The control unit 14 keeps the shift position of the electricalderailleur 18 when the control unit 14 receives both the upshift signalCS1 and the downshift signal CS2 concurrently. Accordingly, it ispossible to prevent unintentional operation of the electrical derailleur18 caused by improper input of the upshift signal CS1 and the downshiftsignal CS2.

(16) The electrical derailleur 18 further comprises the base 46, thechain guide 48, and the motor unit 50. The motor unit 50 moves the chainguide 48 relative to the base 46. The control unit 14 is operativelyconnected to the motor unit 50. Accordingly, it is possible to operatethe chain guide 48 and the motor unit 50 via the control unit 14.

(17) The control unit 14 is provided to one of the motor unit 50 and thebase 46. Accordingly, it is possible to reduce an installation space forthe control unit 14 compared with a case where the control unit 14 isprovided to neither the motor unit 50 nor the base 46.

First Modification

As seen in FIG. 12, the control unit 14 can be configured tocontinuously generate the third signal CS3 having a constant width W31regardless of the width of each of the first transmission control signalCS1 and the second transmission control signal CS2 in response to boththe first transmission control signal CS1 and the second transmissioncontrol signal CS2. The length of the electrical bicycle seatpostassembly 16 can be adjusted by the user during a time periodcorresponding to the constant width W31 of the third signal CS3.

With this modification, it is possible to utilize the constant width W31of the third signal CS3 to operate the at least one of the electricalbicycle seatpost assembly 16, the electrical suspension, and the drivingunit.

Second Modification

As seen in FIG. 13, the control unit 14 can be configured to generatethe third signal CS3 to perform a first operation of the at least one ofthe electrical bicycle seatpost assembly 16, the electrical suspension,and the driving unit. The control unit 14 can be configured to generatea fourth signal CS4 to perform a second operation of the at least one ofthe electrical bicycle seatpost assembly 16, the electrical suspension,and the driving unit. The second operation is different from the firstoperation. Specifically, the control unit 14 can be configured togenerate the third signal CS3 to perform the first operation of theelectrical bicycle seatpost assembly 16. The control unit 14 can beconfigured to generate the fourth signal CS4 to perform the secondoperation of the electrical bicycle seatpost assembly 16.

In this modification, the control unit 14 generates the third signal CS3to move the flow control part 30 from the closed position P11 to theopen position P12 in the electrical bicycle seatpost assembly 16. Thecontrol unit 14 generates the fourth signal CS4 to move the flow controlpart 30 from the open position P12 to the closed position P11 in theelectrical bicycle seatpost assembly 16. Namely, the first operationincludes moving the flow control part 30 from the closed position P11 tothe open position P12. The second operation includes moving the flowcontrol part 30 from the open position P12 to the closed position P11.However, the first operation and the second operation can be otheroperations of the electrical bicycle seatpost assembly 16.

With this modification, it is possible to reduce power consumption ofthe electrical bicycle operating system 12 compared with a case wherethe third signal CS3 has a continuous width defining the first operationand the second operation of the at least one of the electrical bicycleseatpost assembly 16, the electrical suspension, and the driving unit.

Third Modification

As seen in FIG. 14, the control unit 14 is configured to generate thethird signal CS3 to operate the at least one of the electrical bicycleseatpost assembly 16, the electrical suspension, and the driving unitwhen the control unit 14 receives both the first transmission controlsignal CS1 and the second transmission control signal CS2 during morethan an operation time period TP0. In this embodiment, the control unit14 is configured to generate the third signal CS3 to operate theelectrical bicycle seatpost assembly 16 when the control unit 14receives both the first transmission control signal CS1 and the secondtransmission control signal CS2 during more than the operation timeperiod TP0.

With this modification, it is possible to prevent unintentionaloperation of the at least one of the electrical bicycle seatpostassembly 16, the electrical suspension, and the driving unit due toimproper operation of the first switch SW1 and the second switch SW2.

Fourth Modification

As seen in FIG. 15, in an electrical bicycle operating system 12Aaccording to the fourth modification of the first embodiment, thecontrol unit 14 can wirelessly transmit the control signal CS3.Specifically, the electrical bicycle operating system 12A includes afirst wireless communication device WC1 and a second wirelesscommunication device WC2 instead of the first and second PLC controllersPC1 and PC21. The control unit 14 includes a third wirelesscommunication device WC3 instead of the third PLC controller PC3. Theelectrical bicycle seatpost assembly 16 includes a fourth wirelesscommunication device WC4 instead of the fourth PLC controller PC4. Theelectric communication path CP is omitted from the electrical bicycleoperating system 12A. Instead of the battery B92, batteries (not shown)are respectively provided in the first brake operating unit BU1, thesecond brake operating unit BU2, the electrical bicycle seatpostassembly 16, and the electrical derailleur 18.

The first wireless communication device WC1 and the third wirelesscommunication device WC3 establish wireless communication therebetweenby pairing. The second wireless communication device WC2 and the thirdwireless communication device WC3 establish wireless communicationtherebetween by pairing. The third wireless communication device WC3 andthe fourth wireless communication device WC4 establish wirelesscommunication therebetween by pairing.

Each of the first to fourth wireless communication devices WC1 to WC4includes a wireless transmitter and/or a wireless receiver. The firstwireless communication device WC1 is configured to wirelessly transmitthe first transmission control signal CS1 to the third wirelesscommunication device WC3 of the control unit 14. The second wirelesscommunication device WC1 is configured to wirelessly transmit the secondtransmission control signal CS2 to the third wireless communicationdevice WC3 of the control unit 14. The third wireless communicationdevice WC3 is configured to wirelessly receive the first transmissioncontrol signal CS1 and the second transmission control signal CS2 fromthe first wireless communication device WC1 and the second wirelesscommunication device WC2. The third wireless communication device WC3 ofthe electrical bicycle seatpost assembly 16 is configured to wirelesslytransmit the third signal CS3 to the fourth wireless communicationdevice WC4 of the electrical bicycle seatpost assembly 16. In thisembodiment, the fourth wireless communication device WC4 of theelectrical bicycle seatpost assembly 16 is wirelessly coupled to thethird wireless communication device WC3 of the control unit 14. However,instead of and/or in addition to the fourth wireless communicationdevice WC4 of the electrical bicycle seatpost assembly 16, electricalsuspension 70 and/or driving unit 80 can be wirelessly coupled to thecontrol unit 14.

With this modification, the control unit 14 wirelessly transmits thecontrol signal CS3. Accordingly, it is possible to omit a cable totransmit the control signal CS3, saving weight of the bicycle 10.

Fifth Modification

As seen in FIG. 16, in an electrical bicycle operating system 12Baccording to the fifth modification of the first embodiment, the controlunit 14 electrically operates an electrical suspension 70 instead of theelectrical bicycle seatpost assembly 16 when both the first switch SW1and the second switch SW2 are operated concurrently. The control unit 14generates the third signal CS3 to operate the electrical suspension 70when both the first switch SW1 and the second switch SW2 are operatedconcurrently.

In this modification of the first embodiment, the bicycle 10 is amountain bike, for example. The electrical suspension 70 includes anelectrical actuation unit 72. The electrical actuation unit 72 isoperatively connected to the control unit 14 via the electriccommunication path CP. The electrical actuation unit 72 includes a valveactuator 74, a valve position sensor 76, and an actuator driver 78. Thevalve actuator 74, the valve position sensor 76, the actuator driver 78,and the fourth PLC controller PC4 are connected with each other via abus 79. The valve actuator 74, the valve position sensor 76, and theactuator driver 78 have substantially the same structures and/orconfigurations as those of the valve actuator 40, the valve positionsensor 42, and the actuator driver 44 of the electrical bicycle seatpostassembly 16. Thus, they will not be described and/or illustrated indetail here for the sake of brevity. For example, the electricalactuation unit 72 changes a stroke of the electrical suspension 70and/or change a state of the electrical suspension 70 between rock-outstate and free state, high damping state and low damping state. Sincethe electrical suspension 70 includes structures which have been knownin the bicycle field, they will not be described and/or illustrated indetail here for the sake of brevity.

Sixth Modification

As seen in FIG. 17, in an electrical bicycle operating system 12Caccording to the sixth modification of the first embodiment, the controlunit 14 electrically operates a driving unit 80 configured to output anassist force instead of the electrical bicycle seatpost assembly 16 whenboth the first switch SW1 and the second switch SW2 are operatedconcurrently. The control unit 14 generates the third signal CS3 tooperate the driving unit 80 when both the first switch SW1 and thesecond switch SW2 are operated concurrently. The driving unit 80 appliesthe assist force to the bicycle crank B81.

In this modification of the first embodiment, the bicycle 10 is apower-assisted mountain bike, for example. The driving unit 80 isoperatively connected to the control unit 14 via the electriccommunication path CP. The driving unit 80 includes an assist motor 84and a motor driver 88. The assist motor 84, the motor driver 88, and thefourth PLC controller PC4 are connected with each other via a bus 89.The assist motor 84 generates the assist force. The motor driver 88controls the assist force output from the assist motor 84 in accordancewith a pedaling torque applied to the bicycle crank B81 during pedaling.The driving unit 80 has a plurality of assist modes. The plurality ofassist modes have different assist ratios. For example, the motor driver88 changes a mode of the driving unit 80 in response to the third signalCS3. Since the driving unit 80 includes structures which have been knownin the bicycle field, they will not be described and/or illustrated indetail here for the sake of brevity.

In the first embodiment, the control unit 14 electrically operates oneof the electrical bicycle seatpost assembly 16, the electricalsuspension 70, and the driving unit 80 when both the first switch SW1and the second switch SW2 are operated concurrently. However, thecontrol unit 14 can electrically operate at least two of the electricalbicycle seatpost assembly 16, the electrical suspension 70, and thedriving unit 80 when both the first switch SW1 and the second switch SW2are operated concurrently. Furthermore, the control unit 14 can beconfigured to electrically operate at least one of other electriccomponents such as a lamp and a cycle computer when both the firstswitch SW1 and the second switch SW2 are operated concurrently. Each ofthe first to sixth modifications of the first embodiment can be appliedto each of the second to twelfth embodiments which are described indetail later.

Second Embodiment

An electrical bicycle operating system 212 in accordance with a secondembodiment will be described below referring to FIGS. 18 and 19. Theelectrical bicycle operating system 212 has the same structures and/orconfigurations as those of the electrical bicycle operating system 12except for the arrangement of the control unit. Thus, elements havingsubstantially the same function as those in the first embodiment will benumbered the same here, and will not be described and/or illustratedagain in detail here for the sake of brevity.

As seen in FIGS. 18 and 19, the electrical bicycle operating system 212comprises the first switch SW1, the second switch SW2, the control unit14. The control unit 14 electrically operates at least one of theelectrical bicycle seatpost assembly 16, the electrical suspension 70,and the driving unit 80 when both the first switch SW1 and the secondswitch SW2 are operated concurrently. Unlike the electrical bicycleoperating system 12 of the first embodiment, the control unit 14 isseparately provided from the electrical rear derailleur 52. In thisembodiment, the control unit 14 is provided in the battery holder B91.

The motor unit 50 of the electrical rear derailleur 52 includes a fifthPLC controller PC5 having the same function as that of each of the firstto fourth PLC controllers PC1 to PC4. The third PLC controller PC3transmits the upshift command signal US and the downshift command signalDS to the fifth PLC controller PC5 via the electric communication pathCP using the PLC. The fifth PLC controller PC5 transmits the shiftposition sensed by the shift position sensor 56 to the third PLCcontroller PC3 via the electric communication path CP using the PLC.

With the electrical bicycle operating system 212, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating system 12 of the first embodiment. The above first to sixthmodifications of the first embodiment can be applied to the electricalbicycle operating system 212 of the second embodiment.

In the electrical bicycle operating system 212, wireless communicationcan be applied to at least part of the control unit 14, the first switchSW1, the second switch SW2, the rear derailleur 52, the electricalbicycle seatpost assembly 16, the electrical suspension 70, and thedriving unit 80 instead of the PLC.

Third Embodiment

An electrical bicycle operating system 312 in accordance with a thirdembodiment will be described below referring to FIGS. 20 to 23. Theelectrical bicycle operating system 312 has the same structures and/orconfigurations as those of the electrical bicycle operating system 12except for the arrangement of the control unit. Thus, elements havingsubstantially the same function as those in the above embodiments willbe numbered the same here, and will not be described and/or illustratedagain in detail here for the sake of brevity.

As seen in FIGS. 20 and 21, the electrical bicycle operating system 312comprises the first switch SW1, the second switch SW2, the control unit14. The control unit 14 electrically operates at least one of theelectrical bicycle seatpost assembly 16, the electrical suspension 70,and the driving unit 80 when both the first switch SW1 and the secondswitch SW2 are operated concurrently. Unlike the electrical bicycleoperating system 12 of the first embodiment, the control unit 14 isseparately provided from the electrical rear derailleur 52. In thisembodiment, the control unit 14 is provided in the electrical bicycleseatpost assembly 16.

The motor unit 50 of the electrical rear derailleur 52 includes thefifth PLC controller PC5 as well as the second embodiment. Unlike thefirst and second embodiments, however, the fourth PLC controller PC4 isomitted from the electrical bicycle seatpost assembly 16 in thisembodiment. The control unit 14 is electrically connected to theelectrical actuation unit 39 without the electric communication path CP.In this embodiment, the bus 14C of the control unit 14 is connected tothe bus 45 of the electrical actuation unit 39.

The third PLC controller PC3 receives the first transmission controlsignal CS1 and the second transmission control signal CS2 from the firstPLC controller PC1 and the second PLC controller PC2 via the electriccommunication path CP using the PLC. Similarly, the fifth PLC controllerPC5 receives the first transmission control signal CS1 and the secondtransmission control signal CS2 from the first PLC controller PC1 andthe second PLC controller PC2 via the electric communication path CPusing the PLC.

In the illustrated embodiment, the third signal CS3 is omitted from theelectrical bicycle operating system 312. However, the control unit 14can be configured to generate the third signal CS3 to operate theelectrical bicycle seatpost assembly 16 when the control unit 14receives the first transmission control signal CS1 and the secondtransmission control signal CS2 concurrently.

The control unit 14 electrically operates at least one of the electricalbicycle seatpost assembly 16, the electrical suspension 70, and thedriving unit 80 to output the assist force when both the first switchSW1 and the second switch SW2 are operated concurrently. In thisembodiment, the control unit 14 electrically operates the electricalbicycle seatpost assembly 16 when both the first switch SW1 and thesecond switch SW2 are operated concurrently.

As seen in FIG. 22, the control unit 14 is configured to control theelectrical actuation unit 39 when the control unit 14 concurrentlyreceives both the first transmission control signal CS1 to performupshifting of the electrical bicycle shifting device 52 and the secondtransmission control signal CS2 to perform downshifting of theelectrical bicycle shifting device 52. In this embodiment, the controlunit 14 controls the electrical actuation unit 39 to move the flowcontrol part 30 from the closed position P11 to the open position P12when the control unit 14 receives both the first transmission controlsignal CS1 and the second transmission control signal CS2 concurrently.Specifically, the control unit 14 controls the electrical actuation unit39 to move the flow control part 30 from the closed position P11 to theopen position P12 when the control unit 14 receives one of the firsttransmission control signal CS1 and the second transmission controlsignal CS2 within the operation time lag TL0 after receipt of the otherof the first transmission control signal CS1 and the second transmissioncontrol signal CS2.

The motor unit 50 keeps the shift position of the electrical rearderailleur 52 when the motor unit 50 receives both the firsttransmission control signal CS1 and the second transmission controlsignal CS2 concurrently. Specifically, the motor unit 50 keeps the shiftposition of the electrical rear derailleur 52 when the control unit 14receives one of the first transmission control signal CS1 and the secondtransmission control signal CS2 within the operation time lag TL0 afterreceipt of the other of the first transmission control signal CS1 andthe second transmission control signal CS2.

As seen in FIG. 23, the control unit 14 controls the electricalactuation unit 39 to keep the flow control part 30 at the closedposition P11 when the control unit 14 does not concurrently receive boththe first transmission control signal CS1 and the second transmissioncontrol signal CS2. Specifically, the control unit 14 controls theelectrical actuation unit 39 to keep the flow control part 30 at theclosed position P11 when the control unit 14 does not receive one of thefirst transmission control signal CS1 and the second transmissioncontrol signal CS2 within the operation time lag TL0 after receipt ofthe other of the first transmission control signal CS1 and the secondtransmission control signal CS2.

The motor unit 50 performs upshifting of the electrical rear derailleur52 when the motor unit 50 receives only the first transmission controlsignal CS1 without concurrently receiving both the first transmissioncontrol signal CS1 and the second transmission control signal CS2. Themotor unit 50 performs downshifting of the electrical rear derailleur 52when the motor unit 50 receives only the second transmission controlsignal CS2 without concurrently receiving both the first transmissioncontrol signal CS1 and the second transmission control signal CS2.

Specifically, the motor unit 50 performs upshifting of the electricalrear derailleur 52 when the control unit 14 receives only the firsttransmission control signal CS1 within the operation time lag TL0. Themotor unit 50 performs downshifting of the electrical rear derailleur 52when the control unit 14 receives only the second transmission controlsignal CS2 within the operation time lag TL0. The motor unit 50 movesthe chain guide 48 relative to the base 46 at a driving speed V1 duringupshifting. The motor unit 50 moves the chain guide 48 relative to thebase 46 at a driving speed V2 during downshifting. While the drivingspeed V1 is equal to the driving speed V2 in this embodiment, thedriving speed V1 can be different from the driving speed V2.

With the electrical bicycle operating system 312, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating systems 12 and 212. The above first to sixth modifications ofthe first embodiment can be applied to the electrical bicycle operatingsystem 312 of the third embodiment.

Furthermore, the control unit 14 controls the electrical actuation unit39 when the control unit 14 concurrently receives both the firsttransmission control signal CS1 to perform upshifting of the electricalbicycle shifting device 52 and the second transmission control signalCS2 to perform downshifting of the electrical bicycle shifting device52. Accordingly, it is possible to electrically operate the electricalbicycle seatpost assembly 16 using the first transmission control signalCS1 and the second transmission control signal CS2.

In the electrical bicycle operating system 312, wireless communicationcan be applied to at least part of the control unit 14, the first switchSW1, the second switch SW2, the rear derailleur 52, the electricalbicycle seatpost assembly 16, the electrical suspension 70, and thedriving unit 80 instead of the PLC.

Fourth Embodiment

An electrical bicycle operating system 412 in accordance with a fourthembodiment will be described below referring to FIGS. 24 to 32. Theelectrical bicycle operating system 412 has the same structures and/orconfigurations as those of the electrical bicycle operating system 12except for the arrangement of the control unit. Thus, elements havingsubstantially the same function as those in the above embodiments willbe numbered the same here, and will not be described and/or illustratedagain in detail here for the sake of brevity.

As seen in FIGS. 24 and 25, the electrical bicycle operating system 412comprises the first switch SW1, the second switch SW2, the control unit14. The control unit 14 electrically operates at least one of theelectrical bicycle seatpost assembly 16, the electrical suspension 70,and the driving unit 80 when both the first switch SW1 and the secondswitch SW2 are operated concurrently. Unlike the electrical bicycleoperating system 12 of the first embodiment, the control unit 14 isseparately provided from the electrical rear derailleur 52. In thisembodiment, the control unit 14 is integrally provided with the firstswitch SW1 as a single unit. Specifically, the control unit 14 isprovided in the first brake operating unit BU1.

As seen in FIGS. 26 and 27, the control unit 14 generates the thirdsignal CS3 to operate the at least one of the electrical bicycleseatpost assembly 16, the electrical suspension 70, and the driving unit80 when both the first switch SW1 and the second switch SW2 are operatedconcurrently. In this embodiment, the control unit 14 generates thethird signal CS3 to operate the electrical bicycle seatpost assembly 16when both the first switch SW1 and the second switch SW2 are operatedconcurrently.

The first switch SW1 does not output the first transmission controlsignal CS1 when both the first switch SW1 and the second switch SW2 areoperated concurrently. Specifically, as seen in FIG. 26, the firstswitch SW1 does not output the first transmission control signal CS1when the first switch SW1 receives the second transmission controlsignal CS1 within the operation time lag TL0 after operation of thefirst switch SW1. In this embodiment, the first switch SW1 is configuredto detect the second transmission control signal CS2. As seen in FIG.27, the first switch SW1 does not output the first transmission controlsignal CS1 when the first switch SW1 is operated within the operationtime lag TL0 after receipt of the second transmission control signalCS2. However, the first switch SW1 can be configured to output the firsttransmission control signal CS1 when both the first switch SW1 and thesecond switch SW2 are operated concurrently. In such an embodiment, theelectrical rear derailleur 52 and the electrical bicycle seatpostassembly 16 are operated concurrently using the first transmissioncontrol signal CS1 and the third signal CS3.

As seen in FIG. 28, the first switch SW1 outputs the first transmissioncontrol signal CS1 when the first switch SW1 does not receive the secondtransmission control signal CS2 within the operation time lag TL0 afteroperation of the first switch SW1. Thus, the first transmission controlsignal CS1 is output from the first switch CS1 after the operation timelag TL0 is elapsed from operation of the first switch SW1. The secondswitch SW2 outputs the second transmission control signal CS2 inresponse to operation of the second switch SW2. The control unit 14generates the downshift command signal DS when the first switch SW1 isnot operated within the operation time lag TL0 after receipt of thesecond transmission control signal CS2.

With the electrical bicycle operating system 412, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating systems 12 to 312. The above first to sixth modifications ofthe first embodiment can be applied to the electrical bicycle operatingsystem 412 of the fourth embodiment.

Furthermore, with the electrical bicycle operating system 412, the firstswitch SW1 does not output the first transmission control signal CS1when both the first switch SW1 and the second switch SW2 are operatedconcurrently. Accordingly, it is possible to reduce power presumption ofthe electrical bicycle operating system 412 compared with a case wherethe first transmission control signal CS1 is output when both the firstswitch SW1 and the second switch SW2 are operated concurrently.

First Modification

As seen in FIGS. 29 and 30, in an electrical bicycle operating system412A according to the first modification of the first embodiment, thecontrol unit 14 can be integrally provided with the second switch SW2 asa single unit. In this modification, the control unit 14 is provided inthe second brake operating unit BU2.

As seen in FIGS. 31 and 32, the second switch SW2 does not output thesecond transmission control signal CS2 when both the first switch SW1and the second switch SW2 are operated concurrently. Specifically, asseen in FIG. 31, the second switch SW2 does not output the secondtransmission control signal CS2 when the second switch SW2 receives thefirst transmission control signal CS1 within the operation time lag TL0after operation of the second switch SW2. In this embodiment, the secondswitch SW2 is configured to detect the first transmission control signalCS1. As seen in FIG. 32, the second switch SW2 does not output thesecond transmission control signal CS2 when the second switch SW2 isoperated within the operation time lag TL0 after receipt of the firsttransmission control signal CS1.

As seen in FIG. 33, the second switch SW2 outputs the secondtransmission control signal CS2 when the second switch SW2 does notreceive the first transmission control signal CS1 within the operationtime lag TL0 after operation of the second switch SW2. Thus, the secondtransmission control signal CS2 is output from the second switch SW2after the operation time lag TL0 is elapsed from operation of the secondswitch SW2. The first switch SW1 outputs the first transmission controlsignal CS1 in response to operation of the first switch SW1. The controlunit 14 generates the upshift command signal US when the second switchSW2 is not operated within the operation time lag TL0 after receipt ofthe first transmission control signal CS1.

Furthermore, with the electrical bicycle operating system 412A, thesecond switch SW2 does not output the second transmission control signalCS2 when both the first switch SW1 and the second switch SW2 areoperated concurrently. Accordingly, it is possible to reduce powerpresumption of the electrical bicycle operating system 412A comparedwith a case where the second transmission control signal CS2 is outputwhen both the first switch SW1 and the second switch SW2 are operatedconcurrently.

In each of the electrical bicycle operating systems 412 and 412A,wireless communication can be applied to at least part of the controlunit 14, the first switch SW1, the second switch SW2, the rearderailleur 52, the electrical bicycle seatpost assembly 16, theelectrical suspension 70, and the driving unit 80 instead of the PLC.

Fifth Embodiment

An electrical bicycle operating system 512 in accordance with a fifthembodiment will be described below referring to FIGS. 34 and 35. Theelectrical bicycle operating system 512 has the same structures and/orconfigurations as those of the electrical bicycle operating system 212except for a communication path. Thus, elements having substantially thesame function as those in the above embodiments will be numbered thesame here, and will not be described and/or illustrated again in detailhere for the sake of brevity.

As seen in FIGS. 34 and 35, in the electrical bicycle operating system512, the control unit 14 is wirelessly connected to the electricalbicycle seatpost assembly 16 and the electrical rear derailleur 52without the electric communication path CP while the first switch SW1and the second switch SW2 are connected to the control unit 14 via theelectric communication path CP.

The electrical bicycle seatpost assembly 16 includes the fourth wirelesscommunication device WC4 instead of the fourth PLC controller PC4. Theelectrical rear derailleur 52 includes the fifth wireless communicationdevice WC5 instead of the fifth PLC controller PC5. Batteries (notshown) are respectively provided in the electrical bicycle seatpostassembly 16 and the electrical derailleur 18.

With the electrical bicycle operating system 512, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating systems 12 to 412. The above modifications of the aboveembodiments can be applied to the electrical bicycle operating system512 of the fifth embodiment.

Sixth Embodiment

An electrical bicycle operating system 612 in accordance with a sixthembodiment will be described below referring to FIGS. 36 to 40. Theelectrical bicycle operating system 612 has the same structures and/orconfigurations as those of the electrical bicycle operating system 412except for the arrangement of the second switch. Thus, elements havingsubstantially the same function as those in the above embodiments willbe numbered the same here, and will not be described and/or illustratedagain in detail here for the sake of brevity.

As seen in FIGS. 36 and 37, the first switch SW1, the second switch SW2,and the control unit 14 are mounted to the first brake operating unitBU1 in the electrical bicycle operating system 612. Specifically, thefirst switch SW1 and the second switch SW2 are mounted to the firstbrake lever BU12 of the first brake operating unit BU1.

As seen in FIGS. 38 and 39, the first switch SW1 does not output thefirst transmission control signal CS1 when both the first switch SW1 andthe second switch SW2 are operated concurrently. The second switch SW2does not output the second transmission control signal CS2 when both thefirst switch SW1 and the second switch SW2 are operated concurrently.These features are the same as those of the first switch SW1 of thefourth embodiment and the second switch SW2 of the first modification ofthe fourth embodiment. Thus, they will not be described and/orillustrated in detail here for the sake of brevity.

As seen in FIG. 40, the first switch SW1 outputs the first transmissioncontrol signal CS1 when the second switch SW2 is not operated within theoperation time lag TL0 after operation of the first switch SW1. Thus,the first transmission control signal CS1 is output from the firstswitch CS1 after the operation time lag TL0 is elapsed from operation ofthe first switch SW1. The second switch SW2 outputs the secondtransmission control signal CS2 when the first switch SW1 is notoperated within the operation time lag TL0 after operation of the secondswitch SW2. Thus, the second transmission control signal CS2 is outputfrom the second switch SW2 after the operation time lag TL0 is elapsedfrom operation of the second switch SW2.

The control unit 14 is configured to detect operation of the firstswitch SW1 without the first transmission control signal CS1. Thecontrol unit 14 is configured to detect operation of the second switchSW2 without the second transmission control signal CS2.

With the electrical bicycle operating system 612, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating systems 12 to 512. The above modifications of the aboveembodiments can be applied to the electrical bicycle operating system612 of the sixth embodiment.

In the electrical bicycle operating system 612, wireless communicationcan be applied to at least part of the control unit 14, the first switchSW1, the second switch SW2, the rear derailleur 52, the electricalbicycle seatpost assembly 16, the electrical suspension 70, and thedriving unit 80 instead of the PLC.

Seventh Embodiment

A bicycle 710 including an electrical bicycle operating system 712 inaccordance with a seventh embodiment will be described below referringto FIGS. 41 and 42. The electrical bicycle operating system 712 has thesame structures and/or configurations as those of the electrical bicycleoperating system 12 except for an electrical front derailleur. Thus,elements having substantially the same function as those in the aboveembodiments will be numbered the same here, and will not be describedand/or illustrated again in detail here for the sake of brevity.

As seen in FIGS. 41 and 42, the bicycle 710 has substantially the samestructures and/or configurations as those of the bicycle 10. Unlike thebicycle 10, however, the bicycle 710 includes an electrical frontderailleur 752. The front sprocket B87 includes the front sprocket wheelSf1 and additional front sprocket wheel Sf2. The front sprocket wheelSf1 corresponds to a top gear position of the electrical frontderailleur 752. The electrical front derailleur 752 has top and lowshift positions respectively corresponding to the front sprocket wheelSf1 and the additional front sprocket wheel Sf2.

As seen in FIG. 42, the electrical front derailleur 752 furthercomprises a base 746, a chain guide 748, and a motor unit 750. The motorunit 750 moves the chain guide 748 relative to the base 746. The controlunit 14 is operatively connected to the motor unit 750. The base 746,the chain guide 748, and the motor unit 750 have substantially the samestructures as those of the base 46, the chain guide 48, and the motorunit 50 of the electrical rear derailleur 52. A total number of theshift positions of the electrical front derailleur 752 is not limited tothis embodiment.

The motor unit 750 includes a sixth PLC controller PC6 having the samefunction as that of each of the first to fifth PLC controllers PC1 toPC5. The third PLC controller PC3 transmits the second transmissioncontrol signal PC6 to the sixth PLC controller PC6 via the electriccommunication path CP using the PLC. The sixth PLC controller PC6transmits the shift position sensed by the shift position sensor 756 tothe third PLC controller PC3 via the electric communication path CPusing the PLC.

As seen in FIG. 41, the motor unit 750 includes a motor 754, a shiftposition sensor 756, and a motor driver 758. The motor 754, the shiftposition sensor 756, the motor driver 758, and the sixth PLC controllerPC6 are connected with each other via a bus 759. The motor 754 ismechanically coupled to the chain guide 748. The motor 754 is configuredto move the chain guide 748 to shift the bicycle chain B83 relative tothe front sprocket B87. The motor 754, the shift position sensor 756,and the motor driver 758 have substantially the same configuration asthose of the motor 54, the shift position sensor 56, and the motordriver 58. Thus, they will not be described in detail here for the sakeof brevity.

In the present application, upshifting of the electrical frontderailleur 752 occurs when the bicycle chain B83 is shifted by theelectrical front derailleur 752 from a smaller sprocket to a neighboringlarger sprocket. Downshifting of the electrical front derailleur 752occurs when the bicycle chain B83 is shifted by the electrical frontderailleur 752 from a larger sprocket to a neighboring smaller sprocket.

In this embodiment, the electrical rear derailleur 52 is operated viathe first switch SW1, and the electrical front derailleur 752 isoperated via the second switch SW2. The first switch SW1 includes anupshift switch SW11 and a downshift switch SW12. The upshift switch SW11is configured to generate an upshift signal CS11 as the firsttransmission control signal CS1 in response to an upshift user inputIP11 defined as the first user input IP1. The downshift switch SW12 isconfigured to generate a downshift signal CS12 as the first transmissioncontrol signal CS1 in response to a downshift user input IP12 defined asthe first user input IP1. Each of the upshift signal CS11 and thedownshift signal CS12 can be also referred to as the first transmissioncontrol signal CS1.

The electrical rear derailleur 52 upshifts in response to the upshiftsignal CS11 and downshifts in response to the downshift signal CS12. Theelectrical front derailleur 752 upshifts in response to the secondtransmission control signal CS2 when the electrical front derailleur 752is at the low shift position. The electrical front derailleur 752downshifts in response to the second transmission control signal CS2when the electrical front derailleur 752 is at the top shift position.

The control unit 14 electrically operates at least one of the electricalbicycle seatpost assembly 16, the electrical suspension 70, and thedriving unit 80 when both the first switch SW1 and the second switch SW2are operated concurrently. In this embodiment, the control unit 14electrically operates the electrical bicycle seatpost assembly 16 whenboth the first switch SW1 and the second switch SW2 are operatedconcurrently. Specifically, the control unit 14 electrically operatesthe electrical bicycle seatpost assembly 16 when both the upshift switchSW11 and the second switch SW2 are operated concurrently. However, thecontrol unit 14 can be configured to electrically operate the electricalbicycle seatpost assembly 16 when both the downshift switch SW12 and thesecond switch SW2 are operated concurrently. In this embodiment, thecontrol unit 14 is provided to the electrical rear derailleur 52.However, the control unit 14 can be provided to the electrical frontderailleur 752.

The control unit 14 generates the third signal CS3 to operate theelectrical bicycle seatpost assembly 16 when both the first switch SW1and the second switch SW2 are operated concurrently. In this embodiment,the control unit 14 generates the third signal CS3 to operate theelectrical bicycle seatpost assembly 16 when both the upshift switchSW11 and the second switch SW2 are operated concurrently. However, thecontrol unit 14 can be configured to generate the third signal CS3 tooperate the electrical bicycle seatpost assembly 16 when both thedownshift switch SW12 and the second switch SW2 are operatedconcurrently.

The control unit 14 generates the third signal CS3 when the control unit14 receives both the first transmission control signal CS1 and thesecond transmission control signal CS2 concurrently. In this embodiment,the control unit 14 generates the third signal CS3 when the control unit14 receives both the upshift signal CS11 and the second transmissioncontrol signal CS2 concurrently. However, the control unit 14 can beconfigured to generate the third signal CS3 when the control unit 14receives both the downshift signal CS12 and the second transmissioncontrol signal CS2 concurrently.

Unlike the electrical bicycle operating system 12 of the firstembodiment, the electrical rear derailleur 52 is operated using thefirst transmission control signal CS1, and the electrical frontderailleur 752 is operated using the second transmission control signalCS2. However, operation of the electrical bicycle operating system 712is substantially the same as operation of the electrical bicycleoperating system 12 of the first embodiment. Thus, it will not bedescribed and/or illustrated in detail here for the sake of brevity.

With the electrical bicycle operating system 712, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating systems 12 to 612. The above modifications of the aboveembodiments can be applied to the electrical bicycle operating system712 of the seventh embodiment.

In the electrical bicycle operating system 712, wireless communicationcan be applied to at least part of the control unit 14, the first switchSW1, the second switch SW2, the front derailleur 752, the rearderailleur 52, the electrical bicycle seatpost assembly 16, theelectrical suspension 70, and the driving unit 80 instead of the PLC.

Eighth Embodiment

An electrical bicycle operating system 812 in accordance with an eighthembodiment will be described below referring to FIGS. 43 and 44. Theelectrical bicycle operating system 812 has the same structures and/orconfigurations as those of the electrical bicycle operating system 212except for the electrical front derailleur. Thus, elements havingsubstantially the same function as those in the above embodiments willbe numbered the same here, and will not be described and/or illustratedagain in detail here for the sake of brevity.

As seen in FIGS. 43 and 44, in the electrical bicycle operating system812, the control unit 14 is provided in the battery holder B91. Theelectrical bicycle operating system 812 is constituted as a combinationof the electrical bicycle operating system 212 of the second embodimentand the electrical bicycle operating system 712 of the seventhembodiment.

With the electrical bicycle operating system 812, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating systems 12 to 712. The above modifications of the aboveembodiment can be applied to the electrical bicycle operating system 812of the eighth embodiment.

In the electrical bicycle operating system 812, wireless communicationcan be applied to at least part of the control unit 14, the first switchSW1, the second switch SW2, the front derailleur 752, the rearderailleur 52, the electrical bicycle seatpost assembly 16, theelectrical suspension 70, and the driving unit 80 instead of the PLC.

Ninth Embodiment

An electrical bicycle operating system 912 in accordance with a ninthembodiment will be described below referring to FIGS. 45 and 46. Theelectrical bicycle operating system 912 has the same structures and/orconfigurations as those of the electrical bicycle operating system 412except for the electrical front derailleur. Thus, elements havingsubstantially the same function as those in the above embodiments willbe numbered the same here, and will not be described and/or illustratedagain in detail here for the sake of brevity.

As seen in FIGS. 45 and 46, the control unit 14 is integrally providedwith the first switch SW1 as a single unit in the electrical bicycleoperating system 912. Specifically, the control unit 14 is provided inthe first brake operating unit BU1. However, the control unit 14 can beintegrally provided with the second switch SW2 as a single unit.

The electrical bicycle operating system 912 is constituted as acombination of the electrical bicycle operating system 412 of the fourthembodiment and the electrical bicycle operating system 712 of theseventh embodiment.

With the electrical bicycle operating system 912, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating systems 12 to 812. The above modifications of the aboveembodiments can be applied to the electrical bicycle operating system912 of the ninth embodiment.

In the electrical bicycle operating system 912, wireless communicationcan be applied to at least part of the control unit 14, the first switchSW1, the second switch SW2, the front derailleur 752, the rearderailleur 52, the electrical bicycle seatpost assembly 16, theelectrical suspension 70, and the driving unit 80 instead of the PLC.

Tenth Embodiment

An electrical bicycle operating system 1012 in accordance with a tenthembodiment will be described below referring to FIGS. 47 and 48. Theelectrical bicycle operating system 1012 has the same structures and/orconfigurations as those of the electrical bicycle operating system 612except for the electrical front derailleur. Thus, elements havingsubstantially the same function as those in the above embodiments willbe numbered the same here, and will not be described and/or illustratedagain in detail here for the sake of brevity.

As seen in FIGS. 47 and 48, the control unit 14 is integrally providedwith the first switch SW1 as a single unit in the electrical bicycleoperating system 1012. Specifically, the control unit 14 is provided inthe first brake operating unit BU1. However, the control unit 14 can beintegrally provided with the second switch SW2 as a single unit.

The electrical bicycle operating system 1012 is constituted as acombination of the electrical bicycle operating system 612 of the sixthembodiment and the electrical bicycle operating system 712 of theseventh embodiment.

With the electrical bicycle operating system 1012, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating systems 12 to 912.

The above modifications of the above embodiments can be applied to theelectrical bicycle operating system 1012 of the tenth embodiment.

In the electrical bicycle operating system 1012, wireless communicationcan be applied to at least part of the control unit 14, the first switchSW1, the second switch SW2, the front derailleur 752, the rearderailleur 52, the electrical bicycle seatpost assembly 16, theelectrical suspension 70, and the driving unit 80 instead of the PLC.

Eleventh Embodiment

An electrical bicycle operating system 1112 in accordance with aneleventh embodiment will be described below referring to FIGS. 49 to 52.The electrical bicycle operating system 1112 has the same structuresand/or configurations as those of the electrical bicycle operatingsystem 712 except for a first mode and a second mode. Thus, elementshaving substantially the same function as those in the above embodimentswill be numbered the same here, and will not be described and/orillustrated again in detail here for the sake of brevity.

As seen in FIGS. 49 and 50, the electrical bicycle operating system 1112has substantially the same configuration as that of the electricalbicycle operating system 712 of the seventh embodiment.

As seen in FIG. 51, however, the first switch SW1 generates the firsttransmission control signal CS1 having a plurality of intermittentsignals. Specifically, the upshift switch SW11 generates the upshiftsignal CS11 having a plurality of intermittent signals. The downshiftswitch SW12 generates the downshift signal CS12 having a plurality ofintermittent signals. A total number of the intermittent signals of theupshift signal CS11 depends on a time period during which the upshiftswitch SW11 is operated. A total number of the intermittent signals ofthe downshift signal CS12 depends on a time period during which thedownshift switch SW12 is operated. The upshift switch SW11 periodicallygenerates an intermittent signal during the time period during which theupshift switch SW11 is operated. The downshift switch SW12 periodicallygenerates an intermittent signal during the time period during which thedownshift switch SW12 is operated.

Similarly, the second switch SW2 can be configured to generate thesecond transmission control signal CS2 having a plurality ofintermittent signals. A total number of the intermittent signals of thesecond transmission control signal CS2 depends on a time period duringwhich the second switch SW2 is operated. The second switch SW2periodically generates a signal during the time period during which thesecond switch SW2 is operated.

Furthermore, in this embodiment, the electrical bicycle operating system712 has a first mode and a second mode. The storage device 14B stores aprogram to perform the first mode and the second mode.

As seen in FIGS. 49 and 50, the electrical bicycle operating system 712includes a mode selector MS configured to receive a user mode input toselect a mode of the electrical bicycle operating system 712. The modeselector MS is electrically connected to the control unit 14 via theelectric communication path CP. The mode selector MS includes atwo-position switch including a first mode position and a second modeposition respectively corresponding to the first mode and the secondmode. The mode selector MS allows the user to select the mode of theelectrical bicycle operating system 12 between the first mode and thesecond mode. The control unit 14 detects the mode selected via the modeselector MS.

In the first mode, the electrical rear derailleur 52 is operated usingthe first switch SW1 (the upshift switch SW11 and the downshift switchSW12), and the electrical front derailleur 752 is operated using thesecond switch SW2. The electrical rear derailleur 52 and the electricalfront derailleur 752 independently operate from each other.

In the second mode, the electrical rear derailleur 52 and the electricalfront derailleur 752 are operated using only the first switch SW1 (theupshift switch SW11 and the downshift switch SW12) without using thesecond switch SW2. The electrical rear derailleur 52 and the electricalfront derailleur 752 operate in accordance with shift-map information(FIG. 52) stored in the storage device 14B.

In this embodiment, as seen in FIG. 52, the shift-map informationincludes a single route R1 defined by thirteen combinations of the frontshift position and the rear shift position. Namely, the bicycle 10 hasthirteen speed stages in the second mode. In the second mode, thecontrol unit 14 is configured to control the electrical rear derailleur52 and the electrical front derailleur 752 based on the shift-mapinformation in response to each of the upshift signal CS11 and thedownshift signal CS12. In the second mode, the control unit 14 isunresponsive to the second transmission control signal CS2.

Specifically, in the second mode, the control unit 14 controls theelectrical rear derailleur 52 and the electrical front derailleur 752 toincrease a gear ratio defined by the electrical rear derailleur 52 andthe electrical front derailleur 752 in response to the upshift signalCS11 along the single route R1 of the shift-map information. The controlunit 14 controls the electrical rear derailleur 52 and the electricalfront derailleur 752 to decrease the gear ratio defined by theelectrical rear derailleur 52 and the electrical front derailleur 752 inresponse to the downshift signal CS12 along the single route R1 of theshift-map information.

In this embodiment, as seen in FIG. 52, the shift-map informationincludes a first conjunction point JP1 and a second conjunction pointJP2. In the second mode, the control unit 14 controls the electricalrear derailleur 52 to downshift and the electrical front derailleur 752to upshift at the first conjunction point JP1 on the single route R1 inresponse to the upshift signal CS11. The control unit 14 controls theelectrical rear derailleur 52 to downshift and the electrical frontderailleur 752 to keep the front shift position at the first conjunctionpoint JP1 on the single route R1 in response to the downshift signalCS12.

In the second mode, the control unit 14 controls the electrical rearderailleur 52 to upshift and the electrical front derailleur 752 todownshift at the second conjunction point JP2 on the single route R1 inresponse to the downshift signal CS11. The control unit 14 controls theelectrical rear derailleur 52 to upshift and the electrical frontderailleur 752 to keep the front shift position at the secondconjunction point JP2 on the single route R1 in response to the upshiftsignal CS11.

In the second mode, the control unit 14 controls the electrical rearderailleur 52 and the electrical front derailleur 752 to continuouslychange the gear ratio defined by the electrical rear derailleur 52 andthe electrical front derailleur 752 in accordance with the time periodduring the first switch SW1 is operated. Specifically, the control unit14 controls the electrical rear derailleur 52 and the electrical frontderailleur 752 to keep changing the gear ratio defined by the electricalrear derailleur 52 and the electrical front derailleur 752 in accordancewith the time period during the first switch SW1 is operated.

For example, the control unit 14 controls the electrical rear derailleur52 and the electrical front derailleur 752 to keep increasing the gearratio defined by the electrical rear derailleur 52 and the electricalfront derailleur 752 along the single route R1 in accordance with thetime period during which the upshift switch SW11 is operated. Thecontrol unit 14 controls the electrical rear derailleur 52 and theelectrical front derailleur 752 to keep decreasing the gear ratiodefined by the electrical rear derailleur 52 and the electrical frontderailleur 752 along the single route R1 in accordance with the timeperiod during the downshift switch SW12 is operated.

Furthermore, the control unit 14 ignores the first transmission controlsignal CS1 during a predetermined time period at the first conjunctionpoint JP1 and the second conjunction point JP2. For example, FIG. 51shows a timing chart of when the control unit 14 changes the gear ratiodefined by the electrical front derailleur 752 and the electrical rearderailleur 52 from 1.86 to 3.52 along the single route R1.

The control unit 14 is unresponsive to the first transmission controlsignal CS1 within a predetermined time period UT1 at each of the firstconjunction point JP1 and the second conjunction point JP2.Specifically, the control unit 14 is unresponsive to the firsttransmission control signal CS1 within the predetermined time period UT1from a timing at which the electrical front derailleur 752 is at the lowshift position and the electrical rear derailleur 52 is at the seventhshift position. Thus, actions of the electrical front derailleur 752 andthe electrical rear derailleur 52 are temporarily delayed by at leastthe predetermined time period UT1 before the electrical front derailleur752 and the electrical rear derailleur 52 concurrently operate. This canprevent the bicycle chain B83 from being unintentionally removed fromthe front sprocket B87 and/or the rear sprocket B82. The same applies tothe second conjunction point JP2.

In the electrical bicycle operating system 1112, wireless communicationcan be applied to at least part of the control unit 14, the first switchSW1, the second switch SW2, the front derailleur 752, the rearderailleur 52, the electrical bicycle seatpost assembly 16, theelectrical suspension 70, and the driving unit 80 instead of the PLC.

Twelfth Embodiment

An electrical bicycle operating system 1212 in accordance with a twelfthembodiment will be described below referring to FIGS. 53 to 58. Theelectrical bicycle operating system 1212 has the same structures and/orconfigurations as those of the electrical bicycle operating system 712except for the second switch. Thus, elements having substantially thesame function as those in the above embodiments will be numbered thesame here, and will not be described and/or illustrated again in detailhere for the sake of brevity.

As seen in FIGS. 53 and 54, the electrical bicycle operating system 1212has substantially the same configuration as that of the electricalbicycle operating system 712 of the seventh embodiment. Specifically,the upshift switch SW11 can also be referred to as a first upshiftswitch SW11. The downshift switch SW12 can also be referred to as asecond upshift switch SW12. The first switch SW1 includes a firstupshift switch SW11 and a first downshift switch SW12.

In this embodiment, however, the second switch SW2 includes a secondupshift switch and a second downshift switch. The second upshift switchSW21 is configured to generate a second upshift signal CS21 as a secondtransmission control signal CS2 in response to a second upshift userinput IP21 defined as the second user input IP2. The second downshiftswitch SW22 is configured to generate a second downshift signal CS22 asthe second transmission control signal CS2 in response to a seconddownshift user input IP22 defined as the second user input IP2. Each ofthe second upshift signal CS21 and the second downshift signal CS22 canbe also referred to as the second transmission control signal CS2. Theupshift signal CS11 can also be referred to as a first upshift signalCS11. The downshift signal CS12 can also be referred to as a firstdownshift signal CS12.

The electrical rear derailleur 52 upshifts in response to the firstupshift signal CS11 and downshifts in response to the first downshiftsignal CS12. The electrical front derailleur 752 upshifts in response tothe second upshift signal CS21 when the electrical front derailleur 752is at the low shift position. The electrical front derailleur 752downshifts in response to the second downshift signal CS22 when theelectrical front derailleur 752 is at the top shift position.

In this embodiment, the control unit 14 controls an electrical bicycleshifting device to continuously change a shift position of theelectrical bicycle shifting device by at least two shift stages whenboth the first switch SW1 and the second switch SW2 are operatedconcurrently. The control unit 14 has substantially the sameconfiguration as that of the control unit 14 of the seventh embodiment.In this embodiment, however, the control unit 14 controls the rearderailleur 52 provided as the electrical bicycle shifting device tocontinuously change a rear shift position of the rear derailleur 52 bythe at least two shift stages when both the first switch SW1 and thesecond switch SW2 are operated concurrently. Specifically, the controlunit 14 controls the rear derailleur 52 to continuously change the rearshift position of the rear derailleur 52 by two shift stages when boththe first switch SW1 and the second switch SW2 are operatedconcurrently. However, the control unit 14 can be configured to controlthe rear derailleur 52 to continuously change the rear shift position ofthe rear derailleur 52 by three or more shift stages when both the firstswitch SW1 and the second switch SW2 are operated concurrently.

The control unit 14 controls the electrical bicycle shifting device tocontinuously upshift by the at least two shift stages when both thefirst switch SW1 and the second switch SW2 are operated concurrently.The control unit 14 sets a predetermined number of shift stages as theat least two shift stages in accordance with a user input. The controlunit 14 controls the electrical bicycle shifting device to continuouslychange the shift position by the predetermined number of shift stageswhen both the first switch SW1 and the second switch SW2 are operatedconcurrently.

The control unit 14 can be configured to use the predetermined number ofshift stages stored in the storage device 14B before the electricalbicycle operating system 1212 is shipped from a factory. Furthermore,the control unit 14 can be configured to select the predetermined numberof shift stages among available numbers of shift stages stored in thestorage device 14B before the electrical bicycle operating system 1212is shipped from the factory.

The control unit 14 controls the rear derailleur 52 to continuouslychange a rear shift position of the rear derailleur 52 by the at leasttwo shift stages when both the second switch SW2 and one of the firstupshift switch SW11 and the first downshift switch SW12 are operatedconcurrently. The control unit 14 controls the rear derailleur 52 tocontinuously change the rear shift position by the at least two shiftstages when both one of the first upshift switch SW11 and the firstdownshift switch SW12 and one of the second upshift switch SW21 and thesecond downshift switch SW22 are operated concurrently.

In this embodiment, the control unit 14 controls the rear derailleur 52to continuously change the rear shift position by the at least two shiftstages when both the first upshift switch SW11 and the second upshiftswitch SW21 are operated concurrently. The control unit 14 controls therear derailleur 52 to continuously upshift by the at least two shiftstages when both the first upshift switch SW11 and the second upshiftswitch SW21 are operated concurrently.

However, the control unit 14 can be configured to control the rearderailleur 52 to continuously upshift by the at least two shift stageswhen both the first downshift switch SW12 and the second upshift switchSW21 are operated concurrently. The control unit 14 can be configured tocontrol the rear derailleur 52 to continuously upshift by the at leasttwo shift stages when both the first upshift switch SW11 and the seconddownshift switch SW22 are operated concurrently. The control unit 14 canbe configured to control the rear derailleur 52 to continuously upshiftby the at least two shift stages when both the first downshift switchSW12 and the second downshift switch SW22 are operated concurrently. Thecontrol unit 14 can be configured to control the rear derailleur 52 tocontinuously upshift by the at least two shift stages when both thefirst upshift switch SW11 and the first downshift switch SW12 areoperated concurrently. The control unit 14 can be configured to controlthe rear derailleur 52 to continuously upshift by the at least two shiftstages when both the second upshift switch SW21 and the second downshiftswitch SW22 are operated concurrently.

As seen in FIGS. 55 and 56, the control unit 14 controls the rearderailleur 52 to continuously upshift by the at least two shift stageswhen the control unit 14 receives one of the first transmission controlsignal CS1 and the second transmission control signal CS2 within theoperation time lag TL0 after receipt of the other of the firsttransmission control signal CS1 and the second transmission controlsignal CS2. The control unit 14 controls the rear derailleur 52 tocontinuously upshift by the at least two shift stages when the controlunit 14 receives one of the first upshift signal CS11 and the secondupshift signal CS21 within the operation time lag TL0 after receipt ofthe other of the first upshift signal CS11 and the second downshiftsignal CS21.

As seen in FIG. 55, the control unit 14 controls the rear derailleur 52to continuously upshift by two shift stages when the control unit 14receives the second upshift signal CS21 within the operation time lagTL0 after receipt of the first upshift signal CS11. In this embodiment,the control unit 14 generates a rear upshift command signal US1 having awidth W7 corresponding to the two shift stages when the control unit 14receives the second upshift signal CS21 within the operation time lagTL0 after receipt of the first upshift signal CS11. The rear derailleur52 continuously upshifts by the two shift stages in response to theupshift command signal US. The rear upshift command signal US1 can alsobe referred to as an operation signal US1.

As seen in FIG. 56, the control unit 14 controls the rear derailleur 52to continuously upshift by two shift stages when the control unit 14receives the first upshift signal CS11 within the operation time lag TL0after receipt of the second upshift signal CS21. In this embodiment, thecontrol unit 14 generates the rear upshift command signal US1 having thewidth W7 corresponding to the two shift stages when the control unit 14receives the first upshift signal CS11 within the operation time lag TL0after receipt of the second upshift signal CS21. The rear derailleur 52continuously upshifts by the two shift stages in response to the upshiftcommand signal US.

As seen in FIGS. 57 and 58, the control unit 14 controls the rearderailleur 52 provided as the electrical bicycle shifting device toupshift when the first upshift switch SW11 is operated without operationof the second switch SW2. The control unit 14 controls the rearderailleur 52 to downshift when the first downshift switch SW12 isoperated without operation of the second switch SW2.

In this embodiment, as seen in FIG. 57, the control unit 14 generatesthe upshift command signal US to perform upshifting in the electricalrear derailleur 52 by one shift stage when the control unit 14 does notreceive the second transmission control signal CS2 (the second upshiftsignal CS21) within the operation time lag TL0 after receipt of thefirst transmission control signal CS1 (the first upshift signal CS11).The electrical rear derailleur 52 upshifts by one shift stage inresponse to the upshift command signal US. In this embodiment, theelectrical rear derailleur 52 downshifts by one shift stage in responseto the first downshift signal CS12 generated by the first downshiftswitch SW12.

As seen in FIG. 58, the control unit 14 generates the upshift commandsignal US to perform upshifting in the electrical rear derailleur 52 byone shift stage when the control unit 14 does not receive the firsttransmission control signal CS1 (the first upshift signal CS11) withinthe operation time lag TL0 after receipt of the second transmissioncontrol signal CS2 (the second upshift signal CS21). The electrical rearderailleur 52 upshifts by one shift stage in response to the upshiftcommand signal US.

As seen in FIGS. 57 and 58, the control unit 14 controls the frontderailleur 752 provided as the electrical bicycle shifting device toupshift when the second upshift switch SW21 is operated withoutoperation of the first switch SW1. The control unit 14 controls thefront derailleur 752 to downshift when the second downshift switch SW22is operated without operation of the first switch SW1.

In this embodiment, as seen in FIG. 57, the control unit 14 generates afront upshift command signal US2 to perform upshifting in the electricalfront derailleur 752 by one shift stage when the control unit 14 doesnot receive the second transmission control signal CS2 (the secondupshift signal CS21) within the operation time lag TL0 after receipt ofthe first transmission control signal CS1 (the first upshift signalCS11). The electrical front derailleur 752 upshifts by one shift stagein response to the front upshift command signal US2. In this embodiment,the electrical front derailleur 752 downshifts by one shift stage inresponse to the second downshift signal CS22 generated by the seconddownshift switch SW22.

As seen in FIG. 58, the control unit 14 generates the front upshiftcommand signal US2 to perform upshifting in the electrical rearderailleur 52 by one shift stage when the control unit 14 does notreceive the first transmission control signal CS1 (the first upshiftsignal CS11) within the operation time lag TL0 after receipt of thesecond transmission control signal CS2 (the second upshift signal CS21).The electrical front derailleur 752 upshifts by one shift stage inresponse to the front upshift command signal US2.

In this embodiment, as seen in FIG. 53, the control unit 14 generatesthe third signal CS3 to operate only the electrical bicycle seatpostassembly 16 when both the first downshift switch SW12 and the seconddownshift switch SW22 are operated concurrently. Unlike the control unit14 of the seventh embodiment, the control unit 14 uses the firstdownshift switch SW12 instead of the upshift signal CS11. The controlunit 14 has substantially the same configuration as that of the controlunit 14 of the seventh embodiment regarding the third signal CS3 exceptthat the control unit 14 uses the upshift signal CS11 and the secondtransmission control signal CS2 to generate the third signal CS3. Thus,it will not be described and/or illustrated in detail here for the sakeof brevity. The third signal CS3 can be omitted from the control unit 14of this embodiment. The third signal CS3 can also be referred to as anoperation signal CS3.

The control unit 14 generates an operation signal to operate a bicyclecomponent when both the first switch SW1 and the second switch SW2 areoperated concurrently, the control unit 14 selecting one of anelectrical bicycle seatpost assembly, an electrical suspension, adriving unit, and an electrical bicycle shifting device as the bicyclecomponent in accordance with a user input. In this embodiment, thecontrol unit 14 generates the operation signal US1 to operate the rearderailleur 52 provided as the bicycle component when both the firstupshift switch SW11 and the second upshift switch SW21 are operatedconcurrently. The control unit 14 selects one of the electrical bicycleseatpost assembly, the electrical suspension, the driving unit, and theelectrical bicycle shifting device as the bicycle component inaccordance with the user input.

Specifically, the control unit 14 selects one of the electrical bicycleseatpost assembly 16, the electrical suspension, the driving unit, andthe electrical bicycle shifting device 52 as the bicycle component inaccordance with the user input transmitted from a personal computer viasoftware installed in the personal computer. The user input indicatesone of the electrical bicycle seatpost assembly, the electricalsuspension, the driving unit, and the electrical bicycle shiftingdevice. For example, the control unit 14 can store different signalpatterns of the operation signal respectively corresponding to theelectrical bicycle seatpost assembly, the electrical suspension, thedriving unit, and the electrical bicycle shifting device in the memory14B. The control unit 14 selects one of the different signal patternsstored in the memory 14B based on the user input. The control unit 14generates the operation signal having a signal pattern selected fromamong the different signal patterns.

Similarly, the control unit 14 generates the operation signal CS3 tooperate the rear derailleur 52 provided as the bicycle component whenboth the first switch SW1 and the second switch SW2 are operatedconcurrently. The control unit 14 selects one of the electrical bicycleseatpost assembly 16, the electrical suspension, the driving unit, andthe electrical bicycle shifting device 52 as the bicycle component inaccordance with the user input.

Specifically, the control unit 14 selects one of the electrical bicycleseatpost assembly 16, the electrical suspension, the driving unit, andthe electrical bicycle shifting device 52 as the bicycle component inaccordance with the user input transmitted from the personal computervia the software. The control unit 14 selects one of the differentsignal patterns stored in the memory 14B based on the user input. Thecontrol unit 14 generates the operation signal having a signal patternselected from among the different signal patterns.

In this embodiment, the control unit 14 selects the electrical bicycleshifting device 52 as the bicycle component corresponding to concurrentoperation of the first upshift switch SW11 and the second upshift switchSW21. The control unit 14 selects the electrical bicycle shifting device52 as the bicycle component corresponding to concurrent operation of thefirst downshift switch SW12 and the second downshift switch SW22.Namely, the control unit 14 is configured to select two of theelectrical bicycle seatpost assembly 16, the electrical suspension, thedriving unit, and the electrical bicycle shifting device 52. However,the control unit 14 can be configured to select only one of theelectrical bicycle seatpost assembly 16, the electrical suspension, thedriving unit, and the electrical bicycle shifting device 52. The controlunit 14 can be configured to select three of the electrical bicycleseatpost assembly 16, the electrical suspension, the driving unit, andthe electrical bicycle shifting device 52.

With the electrical bicycle operating system 1212, it is possible toobtain substantially the same effects as those of the electrical bicycleoperating systems 12 to 1112. The above modifications of the aboveembodiments can be applied to the electrical bicycle operating system1212 of the twelfth embodiment.

Furthermore, the electrical bicycle operating system 1212 has thefollowing features.

(1) The electrical bicycle operating system 1212 comprises the controlunit 14 to generate the operation signal to operate the bicyclecomponent when both the first switch SW1 and the second switch SW2 areoperated concurrently. The control unit 14 selects one of the electricalbicycle seatpost assembly, the electrical suspension, the driving unit,and the electrical bicycle shifting device as the bicycle component inaccordance with a user input. Accordingly, it is possible to select abicycle component which can be operated using the first switch SW1 andthe second switch SW2. This improves convenience of the electricalbicycle operating system 1212.

(2) The electrical bicycle operating system 1212 comprises the controlunit 14 to control the electrical bicycle shifting device tocontinuously change the shift position of the electrical bicycleshifting device by at least two shift stages when both the first switchSW1 and the second switch SW2 are operated concurrently. Accordingly, itis possible to automatically continuously change the shift position ofthe electrical bicycle shifting device in response to operation of thefirst switch SW1 and the second switch SW2. This improves operability ofthe electrical bicycle operating system 1212.

(3) The control unit 14 controls the electrical bicycle shifting deviceto continuously upshift by the at least two shift stages when both thefirst switch SW1 and the second switch SW2 are operated concurrently.Accordingly, it is possible to quickly increase a speed of a bicycleusing concurrent operation of the first switch SW1 and the second switchSW2.

(4) The control unit 14 controls the rear derailleur 52 provided as theelectrical bicycle shifting device to continuously change the rear shiftposition of the rear derailleur 52 by the at least two shift stages whenboth the first switch SW1 and the second switch SW2 are operatedconcurrently. Accordingly, it is possible to quickly increase a speed ofa bicycle using concurrent operation of the first switch SW1 and thesecond switch SW2.

(5) The control unit 14 sets a predetermined number of shift stages asthe at least two shift stages in accordance with the user input. Thecontrol unit 14 controls the electrical bicycle shifting device tocontinuously change the shift position by the predetermined number ofshift stages when both the first switch SW1 and the second switch SW2are operated concurrently. Accordingly, it is possible to change thepredetermined number of shift stages in accordance with specification ofthe electrical bicycle shifting device.

(6) The control unit 14 controls the rear derailleur 52 provided as theelectrical bicycle shifting device to upshift when the first upshiftswitch SW11 is operated without operation of the second switch SW2. Thecontrol unit 14 controls the rear derailleur 52 to downshift when thefirst downshift switch SW12 is operated without operation of the secondswitch SW2. Accordingly, it is possible to control the rear derailleur52 to upshift and downshift in addition to continuously changing therear shift position of the rear derailleur 52.

(7) The control unit 14 controls the rear derailleur 52 to continuouslychange a rear shift position of the rear derailleur 52 by the at leasttwo shift stages when both the second switch SW2 and one of the firstupshift switch SW11 and the first downshift switch SW12 are operatedconcurrently. Accordingly, it is possible to control the rear derailleur52 to upshift, to downshift, and to continuously change the rear shiftposition of the rear derailleur 52 using the first upshift switch SW11,the first downshift switch SW12, and the second switch SW2.

(8) The control unit 14 controls a front derailleur 752 provided as theelectrical bicycle shifting device to upshift when the second upshiftswitch SW21 is operated without operation of the first switch SW1. Thecontrol unit 14 controls the front derailleur 752 to downshift when thesecond downshift switch SW22 is operated without operation of the firstswitch SW1. Accordingly, it is possible to perform upshifting anddownshifting of the front derailleur 752 in addition to the rearderailleur 52.

(9) The control unit 14 controls the rear derailleur 52 to continuouslychange the rear shift position by the at least two shift stages whenboth one of the first upshift switch SW11 and the first downshift switchSW12 and one of the second upshift switch SW21 and the second downshiftswitch SW22 are operated concurrently. Accordingly, it is possible tocontrol the rear derailleur 52 and the front derailleur 752 using thefirst upshift switch SW11, the first downshift switch SW12, the secondupshift switch SW21, and the second downshift switch SW22.

In the electrical bicycle operating system 1212, wireless communicationcan be applied to at least part of the control unit 14, the first switchSW1, the second switch SW2, the front derailleur 752, the rearderailleur 52, the electrical bicycle seatpost assembly 16, theelectrical suspension 70, and the driving unit 80 instead of the PLC.

It will be apparent to those skilled in the bicycle field from thepresent disclosure that the above embodiments can be at least partlycombined with each other.

In the present application, the team “comprising” and its derivatives,as used herein, are intended to be open ended terms that specify thepresence of the stated features, elements, components, groups, integers,and/or step, but do not exclude the presence of other unstated features,elements, components, groups, integers and/or step. This concept alsoapplies to words of similar meaning, for example, the terms “have”,“include” and their derivatives.

The terms “member”, “section”, “portion”, “part”, “element”, “body” and“structure” when used in the singular can have the dual meaning of asingle part or a plurality of parts.

The term “configured” as used herein to describe a component, section orpart of a device includes hardware and/or software that is constructedand/or programmed to carry out the desired function. The desiredfunction can be carried out by hardware, software, or a combination ofhardware and software.

The ordinal numbers such as “first” and “second” recited in the presentapplication are merely identifiers, but do not have any other meanings,for example, a particular order and the like. Moreover, for example, theterm “first element” itself does not imply an existence of “secondelement”, and the term “second element” itself does not imply anexistence of “first element.”

Finally, terms of degree such as “substantially”, “about” and“approximately” as used herein mean a reasonable amount of deviation ofthe modified term such that the end result is not significantly changed.

Obviously, numerous modifications and variations of the presentinvention are possible in light of the above teachings. It is thereforeto be understood that within the scope of the appended claims, theinvention may be practiced otherwise than as specifically describedherein.

What is claimed is:
 1. An electrical derailleur comprising: a controlunit to generate a control signal to operate at least one of anelectrical bicycle seatpost assembly, an electrical suspension, and adriving unit.
 2. The electrical derailleur according to claim 1, whereinthe control unit wirelessly transmits the control signal.
 3. Theelectrical derailleur according to claim 1, wherein the control unittransmits the control signal in response to receipt of a transmissioncontrol signal transmitted from a shift switch.
 4. The electricalderailleur according to claim 1, wherein the control unit keeps a shiftposition of the electrical derailleur when the control unit receivesboth an upshift signal and a downshift signal concurrently.
 5. Theelectrical derailleur according to claim 1, further comprising: a base;a chain guide; and a motor unit to move the chain guide relative to thebase, wherein the control unit is operatively connected to the motorunit.
 6. The electrical derailleur according to claim 5, wherein thecontrol unit is provided to one of the motor unit and the base.
 7. Anelectrical seatpost assembly comprising: an electrical actuation unit;and a control unit configured to control the electrical actuation unitwhen the control unit concurrently receives both a first transmissioncontrol signal to perform upshifting of an electrical bicycle shiftingdevice and a second transmission control signal to perform downshiftingof the electrical bicycle shifting device.
 8. An electrical bicycleoperating system comprising: a first switch; a second switch; and acontrol unit to control an electrical bicycle shifting device tocontinuously change a shift position of the electrical bicycle shiftingdevice by at least two shift stages when both the first switch and thesecond switch are operated concurrently.
 9. The electrical bicycleoperating system according to claim 8, wherein the control unit controlsthe electrical bicycle shifting device to continuously upshift by the atleast two shift stages when both the first switch and the second switchare operated concurrently.
 10. The electrical bicycle operating systemaccording to claim 8, wherein the control unit controls a rearderailleur provided as the electrical bicycle shifting device tocontinuously change a rear shift position of the rear derailleur by theat least two shift stages when both the first switch and the secondswitch are operated concurrently.
 11. The electrical bicycle operatingsystem according to claim 8, wherein the control unit sets apredetermined number of shift stages as the at least two shift stages inaccordance with a user input, and the control unit controls theelectrical bicycle shifting device to continuously change the shiftposition by the predetermined number of shift stages when both the firstswitch and the second switch are operated concurrently.
 12. Theelectrical bicycle operating system according to claim 8, wherein thefirst switch includes a first upshift switch and a first downshiftswitch, the control unit controls a rear derailleur provided as theelectrical bicycle shifting device to upshift when the first upshiftswitch is operated without operation of the second switch, and thecontrol unit controls the rear derailleur to downshift when the firstdownshift switch is operated without operation of the second switch. 13.The electrical bicycle operating system according to claim 12, whereinthe control unit controls the rear derailleur to continuously change arear shift position of the rear derailleur by the at least two shiftstages when both the second switch and one of the first upshift switchand the first downshift switch are operated concurrently.
 14. Theelectrical bicycle operating system according to claim 13, wherein thesecond switch includes a second upshift switch and a second downshiftswitch, the control unit controls a front derailleur provided as theelectrical bicycle shifting device to upshift when the second upshiftswitch is operated without operation of the first switch, and thecontrol unit controls the front derailleur to downshift when the seconddownshift switch is operated without operation of the first switch. 15.The electrical bicycle operating system according to claim 14, whereinthe control unit controls the rear derailleur to continuously change therear shift position by the at least two shift stages when both one ofthe first upshift switch and the first downshift switch and one of thesecond upshift switch and the second downshift switch are operatedconcurrently.